Ctc-211 Engine Systems

7/17/2019 Ctc-211 Engine Systems

http://slidepdf.com/reader/full/ctc-211-engine-systems-568efb36846b6 1/333

TRAINING MANUAL

CFM56-5B

ENGINE SYSTEMS

JANUARY 2003

CTC-211 Level 3

TOC



EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

CFMI PROPRIETARY INFORMATION

TRAINING MANUALCFM56-5B

GENERAL

Page 1Dec 02

E F G

CFMI Customer Training CenterSnecma Services - Snecma GroupDirection de l’Après-Vente Civile

MELUN-MONTEREAUAérodrome de Villaroche B.P. 1936

77019 - MELUN-MONTEREAU Cedex FRANCE

CFMI Customer Training ServicesGE Aircraft Engines

Customer Technical Education Center123 Merchant Street

Mail Drop Y2Cincinnati, Ohio 45246

USA

ENGINE SYSTEMS

Published by CFMI






GENERAL

Page 2Dec 02

E F G

THIS PAGE INTENTIONALLY LEFT BLANK






GENERAL

Page 3Dec 02

E F G

This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, noupdate service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consultpertinent maintenance publications.

The information (including technical data) contained in this document is the property of CFM International (GE andSNECMA). It is disclosed in confidence, and the technical data therein is exported under a U.S. Government license.Therefore, None of the information may be disclosed to other than the recipient.

In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exportedor disclosed in any manner not provided for by the license without prior written approval of both the U.S. Governmentand CFM International.

COPYRIGHT 1998 CFM INTERNATIONAL






GENERAL

Page 4Dec 02

E F G







CONTENTSENGINE SYSTEMS

Page 1Jan 03

E F G

TABLE OF CONTENTS







Page 2Jan 03

E F GChapter Section Page

Table of contents 1 to 4

Lexis 1 to 10

Intro 1 to 12

ECU 73-21-60 Electronic control unit 1 to 20

Sensors 1 to 32

Harnesses 73-21-50 Engine wiring harnesses 1 to 6

Starting & ignition 80-00-00 Starting system 1 to 12 80-11-20 Starter air valve 1 to 6 80-11-10 Pneumatic starter 1 to 6 74-00-00 Ignition 1 to 12 Power management & fuel control 1 to 10







Page 3Jan 03


Fuel 73-11-00 Fuel distribution 1 to 6 73-11-10 Fuel pump 1 to 14 79-21-20 Main oil / fuel heat exchanger 1 to 6 73-11-20 Servo fuel heater 1 to 4 73-21-18 Hydromechanical unit 1 to 10 73-30-11 Fuel flow transmitter 1 to 4 73-11-45 Fuel nozzle filter 1 to 4 73-11-70 Burner staging valve 1 to 6 73-11-40 Fuel nozzle 1 to 10 73-11-64 IDG oil cooler 1 to 6 73-11-50 Fuel return valve 1 to 10 Geometry control 75-30-00 Variable geometry control system 1 to 4 75-31-00 Variable bleed valve 1 to 16 75-32-00 Variable stator vane 1 to 6

Clearance control 75-26-00 Transient bleed valve 1 to 4 75-21-00 High pressure turbine clearance control 1 to 6 75-22-00 Low pressure turbine clearance control 1 to 6







Page 4Jan 03


Oil

79-00-00 Oil general 1 to 8 79-11-00 Oil tank 1 to 4 79-20-00 Anti-siphon 1 to 4 79-21-10 Lubrication unit 1 to 10 79-21-50 Master chip detector 1 to 4 79-21-60 Magnetic contamination indicator 1 to 4 79-30-00 Oil indicating components 1 to 4 79-31-00 Oil quantity transmitter 1 to 4 79-32-00 Oil temperature sensor 1 to 4 79-33-00 Oil pressure transmitter and oil low

pressure switch 1 to 4 Powerplant Drains 71-70-00 Powerplant Drains 1 to 8

Thrust reverser 78-30-00 Thrust reverser 1 to 8

Vibration sensing 77-31-00 Vibration sensing 1 to 10






LEXIS Page 1Nov 02

E F G

LEXIS

TOC



A

A/C AIRCRAFT AC ALTERNATING CURRENT ACARS AIRCRAFT COMMUNICATION ADRESSING

and REPORTING SYSTEM ACMS AIRCRAFT CONDITION MONITORINGSYSTEM

ACS AIRCRAFT CONTROL SYSTEM ADC AIR DATA COMPUTER ADEPT AIRLINE DATA ENGINE PERFORMANCE

TREND ADIRS AIR DATA AND INERTIAL REFERENCE

SYSTEM ADIRU AIR DATA AND INERTIAL REFERENCE

UNIT AGB ACCESSORY GEARBOX AIDS AIRCRAFT INTEGRATED DATA SYSTEM ALF AFT LOOKING FORWARD ALT ALTITUDE ALTN ALTERNATE AMB AMBIENT AMM AIRCRAFT MAINTENANCE MANUAL AOG AIRCRAFT ON GROUND A/P AIR PLANE

APU AUXILIARY POWER UNIT ARINC AERONAUTICAL RADIO, INC.

(SPECIFICATION) ASM AUTOTHROTTLE SERVO MECHANISM A/T AUTOTHROTTLE ATA AIR TRANSPORT ASSOCIATION

ATC AUTOTHROTTLE COMPUTER ATHR AUTO THRUST ATO ABORTED TAKE OFF AVM AIRCRAFT VIBRATION MONITORING

B

BITE BUILT IN TEST EQUIPMENTBMC BLEED MANAGEMENT COMPUTERBPRV BLEED PRESSURE REGULATING VALVEBSI BORESCOPE INSPECTIONBSV BURNER STAGING VALVE (SAC)BSV BURNER SELECTION VALVE (DAC)BVCS BLEED VALVE CONTROL SOLENOID

CC CELSIUS or CENTIGRADECAS CALIBRATED AIR SPEEDCBP (HP) COMPRESSOR BLEED PRESSURECCDL CROSS CHANNEL DATA LINK CCFG COMPACT CONSTANT FREQUENCY

GENERATORCCU COMPUTER CONTROL UNITCCW COUNTER CLOCKWISECDP (HP) COMPRESSOR DISCHARGE

PRESSURECDS COMMON DISPLAY SYSTEMCDU CONTROL DISPLAY UNITCFDIU CENTRALIZED FAULT DISPLAY INTERFACE

UNITCFDS CENTRALIZED FAULT DISPLAY SYSTEM

EFFECTIVITY

ALL CFM56-5B ENGINES FOR A319-320-321CFMI PROPRIETARY INFORMATION


LEXIS Page 2Nov 02

E F G

TOC



CFMI JOINT GE/SNECMA COMPANY (CFMINTERNATIONAL)

CG CENTER OF GRAVITYCh A channel ACh B channel BCHATV CHANNEL ACTIVECIP(HP) COMPRESSOR INLET PRESSURECIT(HP) COMPRESSOR INLET TEMPERATUREcm.g CENTIMETER X GRAMSCMC CENTRALIZED MAINTENANCE

COMPUTERCMM COMPONENT MAINTENANCE MANUALCMS CENTRALIZED MAINTENANCE SYSTEMCMS CENTRAL MAINTENANCE SYSTEMCODEP HIGH TEMPERATURE COATINGCONT CONTINUOUSCPU CENTRAL PROCESSING UNITCRT CATHODE RAY TUBECSD CONSTANT SPEED DRIVECSI CYCLES SINCE INSTALLATIONCSN CYCLES SINCE NEW

CTAI COWL THERMAL ANTI-ICINGCTEC CUSTOMER TECHNICAL EDUCATION

CENTERCTL CONTROLCu.Ni.In COPPER.NICKEL.INDIUMCW CLOCKWISE

D

DAC DOUBLE ANNULAR COMBUSTOR

DAMV DOUBLE ANNULAR MODULATED VALVEDAR DIGITAL ACMS RECORDER

DC DIRECT CURRENTDCU DATA CONVERSION UNITDCV DIRECTIONAL CONTROL VALVE BOEINGDEU DISPLAY ELECTRONIC UNITDFCS DIGITAL FLIGHT CONTROL SYSTEMDFDAU DIGITAL FLIGHT DATA ACQUISITION UNITDFDRS DIGITAL FLIGHT DATA RECORDING

SYSTEMDISC DISCRETEDIU DIGITAL INTERFACE UNITDMC DISPLAY MANAGEMENT COMPUTERDMD DEMANDDMS DEBRIS MONITORING SYSTEMDMU DATA MANAGEMENT UNITDOD DOMESTIC OBJECT DAMAGEDPU DIGITAL PROCESSING MODULEDRT DE-RATED TAKE-OFF

E

EAU ENGINE ACCESSORY UNITEBU ENGINE BUILDUP UNITECA ELECTRICAL CHASSIS ASSEMBLYECAM ELECTRONIC CENTRALIZED AIRCRAFT

MONITORINGECS ENVIRONMENTAL CONTROL SYSTEMECU ELECTRONIC CONTROL UNITEE ELECTRONIC EQUIPMENTEEC ELECTRONIC ENGINE CONTROL




LEXIS Page 3Nov 02

E F G

TOC



EFH ENGINE FLIGHT HOURSEFIS ELECTRONIC FLIGHT INSTRUMENT

SYSTEMEGT EXHAUST GAS TEMPERATURE

EHSV ELECTRO-HYDRAULIC SERVO VALVEEICAS ENGINE INDICATING AND CREW ALERTING SYSTEM

EIS ELECTRONIC INSTRUMENT SYSTEMEIU ENGINE INTERFACE UNITEIVMU ENGINE INTERFACE AND VIBRATION

MONITORING UNITEMF ELECTROMOTIVE FORCEEMI ELECTRO MAGNETIC INTERFERENCEEMU ENGINE MAINTENANCE UNIT

EPROM ERASABLE PROGRAMMABLE READ ONLYMEMORY

(E)EPROM (ELECTRICALLY) ERASABLEPROGRAMMABLE READ ONLY MEMORY

ESN ENGINE SERIAL NUMBERETOPS EXTENDED TWIN OPERATION SYSTEMSEWD/SD ENGINE WARNING DISPLAY / SYSTEM

DISPLAY

F

F FARENHEITFAA FEDERAL AVIATION AGENCYFADEC FULL AUTHORITY DIGITAL ENGINE

CONTROLFAR FUEL/AIR RATIOFCC FLIGHT CONTROL COMPUTER

FCU FLIGHT CONTROL UNITFDAMS FLIGHT DATA ACQUISITION &

MANAGEMENT SYSTEMFDIU FLIGHT DATA INTERFACE UNIT

FDRS FLIGHT DATA RECORDING SYSTEMFDU FIRE DETECTION UNITFEIM FIELD ENGINEERING INVESTIGATION

MEMOFF FUEL FLOW (see Wf) -7BFFCCV FAN FRAME/COMPRESSOR CASE

VERTICAL (VIBRATION SENSOR)FI FLIGHT IDLE (F/I)FIM FAULT ISOLATION MANUALFIN FUNCTIONAL ITEM NUMBER

FIT FAN INLET TEMPERATUREFLA FORWARD LOOKING AFTFLX TO FLEXIBLE TAKE-OFFFMC FLIGHT MANAGEMENT COMPUTERFMCS FLIGHT MANAGEMENT COMPUTER

SYSTEMFMGC FLIGHT MANAGEMENT AND GUIDANCE

COMPUTERFMGEC FLIGHT MANAGEMENT AND GUIDANCE

ENVELOPE COMPUTER

FMS FLIGHT MANAGEMENT SYSTEMFMV FUEL METERING VALVEFOD FOREIGN OBJECT DAMAGEFPA FRONT PANEL ASSEMBLYFPI FLUORESCENT PENETRANT INSPECTIONFQIS FUEL QUANTITY INDICATING SYSTEM

EFFECTIVITY



LEXIS Page 4Nov 02

E F G

TOC



FRV FUEL RETURN VALVEFWC FAULT WARNING COMPUTER

FWD FORWARD

G

g.in GRAM X INCHESGE GENERAL ELECTRICGEAE GENERAL ELECTRIC AIRCRAFT ENGINESGEM GROUND-BASED ENGINE MONITORINGGI GROUND IDLE (G/I)GMM GROUND MAINTENANCE MODEGMT GREENWICH MEAN TIMEGND GROUNDGPH GALLON PER HOURGPU GROUND POWER UNITGSE GROUND SUPPORT EQUIPMENT

H

HCF HIGH CYCLE FATIGUEHCU HYDRAULIC CONTROL UNITHDS HORIZONTAL DRIVE SHAFT

HMU HYDROMECHANICAL UNITHP HIGH PRESSUREHPC HIGH PRESSURE COMPRESSORHPCR HIGH PRESSURE COMPRESSOR ROTORHPRV HIGH PRESSURE REGULATING VALVEHPSOV HIGH PRESSURE SHUT-OFF VALVEHPT HIGH PRESSURE TURBINEHPT(A)CC HIGH PRESSURE TURBINE (ACTIVE)

CLEARANCE CONTROL

HPTC HIGH PRESSURE TURBINE CLEARANCEHPTCCV HIGH PRESSURE TURBINE CLEARANCE

CONTROL VALVEHPTN HIGH PRESSURE TURBINE NOZZLEHPTR HIGH PRESSURE TURBINE ROTORHz HERTZ (CYCLES PER SECOND)

I

I/O INPUT/OUTPUTIAS INDICATED AIR SPEEDID INSIDE DIAMETERID PLUG IDENTIFICATION PLUGIDG INTEGRATED DRIVE GENERATORIFSD IN FLIGHT SHUT DOWNIGB INLET GEARBOXIGN IGNITIONIGV INLET GUIDE VANEin. INCHIOM INPUT OUTPUT MODULEIPB ILLUSTRATED PARTS BREAKDOWNIPC ILLUSTRATED PARTS CATALOG

IPCV INTERMEDIATE PRESSURE CHECK VALVEIPS INCHES PER SECONDIR INFRA RED

K

°K KELVINk X 1000KIAS INDICATED AIR SPEED IN KNOTSkV KILOVOLTS




LEXIS Page 5Nov 02

E F G

TOC



Kph KILOGRAMS PER HOUR

L

L LEFT

L/H LEFT HANDlbs. POUNDS, WEIGHTLCD LIQUID CRYSTAL DISPLAYLCF LOW CYCLE FATIGUELE (L/E) LEADING EDGELGCIU LANDING GEAR CONTROL INTERFACE

UNITLP LOW PRESSURELPC LOW PRESSURE COMPRESSORLPT LOW PRESSURE TURBINE

LPT(A)CC LOW PRESSURE TURBINE (ACTIVE)CLEARANCE CONTROL

LPTC LOW PRESSURE TURBINE CLEARANCELPTN LOW PRESSURE TURBINE NOZZLELPTR LOW PRESSURE TURBINE ROTORLRU LINE REPLACEABLE UNITLVDT LINEAR VARIABLE DIFFERENTIAL

TRANSFORMER

M

mA MILLIAMPERES (CURRENT)MCD MAGNETIC CHIP DETECTORMCDU MULTIPURPOSE CONTROL AND DISPLAY

UNITMCL MAXIMUM CLIMBMCR MAXIMUM CRUISE

MCT MAXIMUM CONTINUOUSMDDU MULTIPURPOSE DISK DRIVE UNITMEC MAIN ENGINE CONTROLmilsD.A. Mils DOUBLE AMPLITUDE

mm. MILLIMETERSMMEL MAIN MINIMUM EQUIPMENT LISTMO AIRCRAFT SPEED MACH NUMBERMPA MAXIMUM POWER ASSURANCEMPH MILES PER HOURMTBF MEAN TIME BETWEEN FAILURESMTBR MEAN TIME BETWEEN REMOVALSmV MILLIVOLTSMvdc MILLIVOLTS DIRECT CURRENT

NN1 (NL) LOW PRESSURE ROTOR ROTATIONAL

SPEEDN1* DESIRED N1N1ACT ACTUAL N1N1CMD COMMANDED N1N1DMD DEMANDED N1N1K CORRECTED FAN SPEEDN1TARGET TARGETED FAN SPEEDN2 (NH) HIGH PRESSURE ROTOR ROTATIONAL

SPEEDN2* DESIRED N2N2ACT ACTUAL N2N2K CORRECTED CORE SPEEDN/C NORMALLY CLOSEDN/O NORMALLY OPEN

EFFECTIVITY



LEXIS Page 6Nov 02

E F G

TOC



NAC NACELLENVM NON VOLATILE MEMORY

O

OAT OUTSIDE AIR TEMPERATUREOD OUTLET DIAMETEROGV OUTLET GUIDE VANEOSG OVERSPEED GOVERNOROVBD OVERBOARDOVHT OVERHEAT P

Pb BYPASS PRESSUREPc REGULATED SERVO PRESSUREPcr CASE REGULATED PRESSUREPf HEATED SERVO PRESSUREP/T25 HP COMPRESSOR INLET TOTAL AIR

PRESSURE/TEMPERATUREP/N PART NUMBERP0 AMBIENT STATIC PRESSUREP25 HP COMPRESSOR INLET TOTAL AIR

TEMPERATUREPCU PRESSURE CONVERTER UNITPLA POWER LEVER ANGLEPMC POWER MANAGEMENT CONTROLPMUX PROPULSION MULTIPLEXERPPH POUNDS PER HOURPRSOV PRESSURE REGULATING SERVO VALVEPs PUMP SUPPLY PRESSUREPS12 FAN INLET STATIC AIR PRESSURE

PS13 FAN OUTLET STATIC AIR PRESSUREPS3HP COMPRESSOR DISCHARGE STATIC AIR

PRESSURE (CDP)PSI POUNDS PER SQUARE INCHPSIA POUNDS PER SQUARE INCH ABSOLUTEPSID POUNDS PER SQUARE INCH

DIFFERENTIALpsig POUNDS PER SQUARE INCH GAGEPSM POWER SUPPLY MODULEPSS (ECU) PRESSURE SUB-SYSTEMPSU POWER SUPPLY UNITPT TOTAL PRESSUREPT2 FAN INLET TOTAL AIR PRESSURE

(PRIMARY FLOW)PT25 HPC TOTAL INLET PRESSURE

Q

QAD QUICK ATTACH DETACHQEC QUICK ENGINE CHANGEQTY QUANTITYQWR QUICK WINDMILL RELIGHT

R

R/H RIGHT HANDRAC/SB ROTOR ACTIVE CLEARANCE/START

BLEEDRACC ROTOR ACTIVE CLEARANCE CONTROLRAM RANDOM ACCESS MEMORYRCC REMOTE CHARGE CONVERTERRDS RADIAL DRIVE SHAFT




LEXIS Page 7Nov 02

E F G

TOC



RPM REVOLUTIONS PER MINUTERTD RESISTIVE THERMAL DEVICERTO REFUSED TAKE OFFRTV ROOM TEMPERATURE VULCANIZING

(MATERIAL)RVDT ROTARY VARIABLE DIFFERENTIAL

TRANSFORMER

S

S/N SERIAL NUMBERS/R SERVICE REQUESTS/V SHOP VISITSAC SINGLE ANNULAR COMBUSTORSAR SMART ACMS RECORDER

SAV STARTER AIR VALVESB SERVICE BULLETINSCU SIGNAL CONDITIONING UNITSDAC SYSTEM DATA ACQUISITION

CONCENTRATORSDI SOURCE/DESTINATION IDENTIFIER (BITS)

(CF ARINC SPEC)SDU SOLENOID DRIVER UNITSER SERVICE EVALUATION REQUESTSFC SPECIFIC FUEL CONSUMPTION

SFCC SLAT FLAP CONTROL COMPUTERSG SPECIFIC GRAVITYSLS SEA LEVEL STANDARD (CONDITIONS :

29.92 in.Hg / 59°F)SLSD SEA LEVEL STANDARD DAY (CONDITIONS

: 29.92 in.Hg / 59°F)

SMM STATUS MATRIXSMP SOFTWARE MANAGEMENT PLANSN SERIAL NUMBERSNECMA SOCIETE NATIONALE D’ETUDE ET DE

CONSTRUCTION DE MOTEURSD’AVIATION

SOL SOLENOIDSOV SHUT-OFF VALVESTP STANDARD TEMPERATURE AND

PRESSURESVR SHOP VISIT RATESW SWITCH BOEINGSYS SYSTEM

TT oil OIL TEMPERATURET/C THERMOCOUPLET/E TRAILING EDGET/O TAKE OFFT/R THRUST REVERSERT12 FAN INLET TOTAL AIR TEMPERATURET25 HP COMPRESSOR INLET AIR

TEMPERATURET3 HP COMPRESSOR DISCHARGE AIR

TEMPERATURET49.5 EXHAUST GAS TEMPERATURET5 LOW PRESSURE TURBINE DISCHARGE

TOTAL AIR TEMPERATURETAI THERMAL ANTI ICETAT TOTAL AIR TEMPERATURE

EFFECTIVITY



LEXIS Page 8Nov 02

E F G

TOC



TBC THERMAL BARRIER COATINGTBD TO BE DETERMINED

TBO TIME BETWEEN OVERHAULTBV TRANSIENT BLEED VALVETC(TCase) HP TURBINE CASE TEMPERATURETCC TURBINE CLEARANCE CONTROLTCCV TURBINE CLEARANCE CONTROL VALVETCJ TEMPERATURE COLD JUNCTIONT/E TRAILING EDGETECU ELECTRONIC CONTROL UNIT INTERNAL

TEMPERATURETEO ENGINE OIL TEMPERATURETGB TRANSFER GEARBOXTi TITANIUMTLA THROTTLE LEVER ANGLE AIRBUSTLA THRUST LEVER ANGLE BOEINGTM TORQUE MOTORTMC TORQUE MOTOR CURRENTT/O TAKE OFFTO/GA TAKE OFF/GO AROUNDT/P TEMPERATURE/PRESSURE SENSOR

TPU TRANSIENT PROTECTION UNITTR TRANSFORMER RECTIFIERTRA THROTTLE RESOLVER ANGLE AIRBUSTRA THRUST RESOLVER ANGLE BOEINGTRDV THRUST REVERSER DIRECTIONAL VALVETRF TURBINE REAR FRAMETRPV THRUST REVERSER PRESSURIZING

VALVETSI TIME SINCE INSTALLATION (HOURS)

TSN TIME SINCE NEW (HOURS)TTL TRANSISTOR TRANSISTOR LOGIC

U

UER UNSCHEDULED ENGINE REMOVALUTC UNIVERSAL TIME CONSTANT

V

VAC VOLTAGE, ALTERNATING CURRENTVBV VARIABLE BLEED VALVEVDC VOLTAGE, DIRECT CURRENTVDT VARIABLE DIFFERENTIAL TRANSFORMERVIB VIBRATIONVLV VALVEVRT VARIABLE RESISTANCE TRANSDUCERVSV VARIABLE STATOR VANE

W

WDM WATCHDOG MONITORWf WEIGHT OF FUEL OR FUEL FLOWWFM WEIGHT OF FUEL METERED

WOW WEIGHT ON WHEELSWTAI WING THERMAL ANTI-ICING




LEXIS Page 9Nov 02

E F G

TOC



EFFECTIVITY



LEXIS Page 10Nov 02

E F GIMPERIAL / METRIC CONVERSIONS

1 mile = 1,609 km1 ft = 30,48 cm1 in. = 25,4 mm1 mil. = 25,4 µ

1 sq.in. = 6,4516 cm²

1 USG = 3,785 l (dm³)1 cu.in. = 16.39 cm³

1 lb. = 0.454 kg

1 psi. = 6.890 kPa

°F = 1.8 x °C + 32

METRIC / IMPERIAL CONVERSIONS

1 km = 0.621 mile1 m = 3.281 ft. or 39.37 in.1 cm = 0.3937 in.1 mm = 39.37 mils.

1 m² = 10.76 sq. ft.1 cm² = 0.155 sq.in.

1 m³ = 35.31 cu. ft.1 dm³ = 0.264 USA gallon1 cm³ = 0.061 cu.in.

1 kg = 2.205 lbs

1 Pa = 1.45 10-4 psi.1 kPa = 0.145 psi1 bar = 14.5 psi

°C = ( °F - 32 ) /1.8

TOC






INTROENGINE SYSTEMS

Page 1Jan 03

E F G

FADEC SYSTEM INTRODUCTION

TOC






INTROENGINE SYSTEMS

Page 2Jan 03

E F GFADEC SYSTEM INTRODUCTION

FADEC purpose.

The CFM56-5B operates through a system known asFADEC (Full Authority Digital Engine Control).

It takes complete control of engine systems in responseto command inputs from the aircraft. It also providesinformation to the aircraft for flight deck indications,engine condition monitoring, maintenance reporting andtroubleshooting.

- It performs fuel control and provides limit protectionsfor N1 and N2.

- It controls the engine start sequence and preventsthe engine from exceeding starting EGT limits(aircraft on ground).

- It manages the thrust according to 2 modes: manualand autothrust.

- It provides optimal engine operation by controllingcompressor airflow and turbine clearances.

- It completly supervises the thrust reverser operation.

- Finally, it controls IDG cooling fuel recirculation to theaircraft tank.

TOC






INTROENGINE SYSTEMS

Page 3Jan 03

E F G

CTC-211-001-00

� �

TOC






INTROENGINE SYSTEMS

Page 4Jan 03


FADEC components.

The FADEC system consists of:

- An Engine Control Unit (ECU) containing twoidentical computers, designated channel A andchannel B. The ECU electronically performs enginecontrol calculations and monitors the engine’scondition.

- A Hydro-Mechanical Unit (HMU), which converts

electrical signals from the ECU into hydraulicpressures to drive the engine’s valves andactuators.

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

TOC






INTROENGINE SYSTEMS

Page 5Jan 03

E F G

FADEC COMPONENTSCTC-211-002-01

�

TOC






INTROENGINE SYSTEMS

Page 6Jan 03


FADEC interfaces.

To perform all its tasks, the FADEC system uses the ECUto communicate with the aircraft computers.

The ECU receives operational commands from theEngine Interface Unit (EIU), which is an interface betweenthe ECU and aircraft systems.

Both channels of the ECU receive air data parameters(altitude, total air temperature, total pressure and mach

number) for thrust calculations, from 2 Air Data andInertial Reference Units (ADIRU).

The ECU also receives the Thrust Lever Angle (TLA), andinterfaces with other aircraft systems, either directly, orthrough the EIU.

TOC






INTROENGINE SYSTEMS

Page 7Jan 03

E F G

� �CTC-211-003-01

�

�

�

�

�

�

�

�

�

�

�

�

�

�

�

�

TOC






INTROENGINE SYSTEMS

Page 8Jan 03


FADEC design.

The FADEC system is a Built In Test Equipment (BITE)system. This means it is able to detect its own internalfaults and also external faults.

The system is fully redundant and built around the two-channel ECU. All control inputs are dual, and the valves and actuatorsare fitted with dual sensors to provide the ECU withfeedback signals.

Some indicating parameters are shared, and allmonitoring parameters are single.

CCDL:To enhance system reliability, all inputs to one channelare made available to the other, through a Cross ChannelData Link (CCDL). This allows both channels to remainoperational even if important inputs to one of them fail.

Active / Stand-by:

The two channels, A and B, are identical and permanentlyoperational, but they operate independently from eachother. Both channels always receive inputs and processthem, but only the channel in control, called the Activechannel, delivers output commands. The other is calledthe Stand-by channel.

Channel selection and fault strategy: Active and Stand-by channel selection is performed atECU power-up and during operation.

The BITE system detects and isolates failures, orcombinations of failures, in order to determine the healthstatus of the channels and to transmit maintenance datato the aircraft.

Active and Stand-by selection is based upon the health ofthe channels and each channel determines its own health

status. The healthiest is selected as the Active channel.

When both channels have an equal health status, Active / Stand-by channel selection alternates with everyengine start, as soon as N2 is greater than 11000 RPM.

Failsafe control:If a channel is faulty and the Active channel is unable toensure an engine control function, this function is movedto a position which protects the engine, and is known as

the failsafe position.

TOC






INTROENGINE SYSTEMS

Page 9Jan 03

E F G

� CTC-211-004-01

�

�

�

�

�

�

�

�

�

�

TOC






INTROENGINE SYSTEMS

Page 10Jan 03


Closed loop control operation.

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

The ECU calculates a position for a system component:- The Command.

The ECU then compares the Command with the actualposition of the component (feedback) and calculates aposition difference:

- The Demand.

The ECU, through the HMU, sends a signal to acomponent (valve, actuator) which causes it to move.

With the movement of the system valve or actuator, theECU is provided with a feedback of the component’sposition.

The process is repeated until there is no longer a position

difference.

The result completes the loop and enables the ECU to

precisely control a system component.

TOC






INTROENGINE SYSTEMS

Page 11Jan 03

E F G

CTC-211-005-01

�

TOC






INTROENGINE SYSTEMS

Page 12Jan 03

E F G


TOC






73-21-60ENGINE SYSTEMS

Page 1Jan 03

E F G

ELECTRONIC CONTROL UNIT

TOC

G







Page 2Jan 03

E F GELECTRONIC CONTROL UNIT

ECU Location.

The ECU is a dual channel computer housed in analuminium chassis, which is secured on the right handside of the fan inlet case.

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

Two metal straps ensure ground connection.

ECU Cooling System.

To operate correctly, the ECU requires cooling to maintaininternal temperatures within acceptable limits.

Ambient air is picked up by an air scoop, located on theright hand side of the fan inlet cowl and routed to theECU internal chamber. The cooling air circulates aroundchannel A and B compartments, and then exits throughan outlet port in the fan compartment.

TOC







Page 3Jan 03

E F G

CTC-211-006-00

�

�

�

TOC

G







Page 4Jan 03


ECU architecture.

The ECU has three compartments:

- The main compartment houses the channel A andchannel B circuit boards and a physical partitionseparates them.

- Two pressure subsystem compartments housepressure transducers. One subsystem is dedicatedto channel A, the other to channel B.

TOC







Page 5Jan 03

E F G

�CTC-211-007-00

�

� �

�

�

�

�

��

�

TOC

FG







Page 6Jan 03


Front Panel Electrical Connectors.

There are 15 threaded electrical connectors located onthe front panel, identified through numbers J1 to J15marked on the panel.

Each connector features a unique key pattern which onlyaccepts the correct corresponding cable plug.

All engine input and command output signals are routedto and from channels A and B, through separate cables

and connectors.

TOC







Page 7Jan 03

E F G

CTC-211-008-00

�

�

� �

�

TOC

FG







Page 8Jan 03


Engine Rating / Identification Plug.

The engine rating/identification plug provides the ECUwith engine configuration information for proper engineoperation.

It is plugged into connector J14 and attached to the fancase by a metal strap. It remains with the engine evenafter ECU replacement.

The plug includes a coding circuit, equipped with push-

pull links which either ensure, or prohibit connectionsbetween different plug connector pins.

The push-pull links consist of switch mechanisms locatedbetween 2 contacts and can be manually opened, orclosed, according to customer requests.

They include:

- 5B and 5B/P differentiation.

- Engine type (SAC or DAC).- An optional PMUX engine condition monitoring kit.- Optional full EGT monitoring.- Tool, which enables the engine serial number to

be loaded into the ECU’s Non-Volatile Memory(NVM).

- N1 trim level, to correct thrust differences betweenengines operating at the same N1 speed.

The ECU stores schedules in its NVM, for all availableengine configurations.During initialization, it reads the plug and selects aspecific schedule.

In the case of a missing, or invalid ID plug, the ECUuses the value stored in the NVM for the previous plugconfiguration.

TOC







Page 9Jan 03

E F G

CTC-211-009-00

�

�

TOC

FG







Page 10Jan 03


Pressure Sub-system.

Five pneumatic pressure signals are supplied to the ECUpressure sub-system.

Transducers inside the pressure sub-system convert thepneumatic signals into electrical signals.

The three pressures used for engine control (P0, PS12,PS3) are supplied to both channels.

The two optional monitoring pressures are supplied to asingle channel:

- PS13 to channel A.- P25 to channel B.

TOC



EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321CFMI PROPRIETARY INFORMATION



Page 11Jan 03

E F G

CTC-211-011-00

�

�

TOC

FG







Page 12Jan 03


Pressure sub-system interfaces.

The shear plate serves as an interface between thepneumatic lines and the ECU pressure sub-system.

The three control pressures are divided into channel Aand channel B signals by passages inside the shearplate, which is bolted on the ECU chassis.

Individual pressure lines are attached to connectors onthe shear plate. The last few inches of the pressure lines

are flexible to facilitate ECU removal and installation.

The shear plate is never removed during linemaintenance tasks.

When the optional monitoring kit (PMUX) is not required,P25 and PS13 ports are blanked off, and the twodedicated transducers are not installed in the ECU.

TOC






Page 13Jan 03

E F G

CTC-211-133-00

�

�

TOC

FG







Page 14Jan 03


ECU power supply.

The ECU is provided with redundant power sources toensure an uninterrupted and failsafe power supply.

A logic circuit within the ECU, automatically selects thecorrect power source in the event of a failure.

The power sources are the aircraft 28 VDC normal andemergency busses.

The two aircraft power sources are routed through theEIU and connected to the ECU.

- The A/C normal bus is hardwired to channel B.- The A/C emergency bus is hardwired to channel A.

Control Alternator.

The control alternator provides two separate powersources from two independent windings.

One is hardwired to channel A, the other to channel B.

The alternator is capable of supplying the necessarypower above an engine speed of approximately 10% N2.

GSE test equipment provides 28 VDC power to the ECUduring bench testing and it is connected to connector J15.

TOC






Page 15Jan 03

E F G

CTC-211-012-00

�

TOC

TRAINING MANUALCFM56 5B

FG







Page 16Jan 03


ECU Power Supply Logic.

Power supply when N2 < 12%.Each channel is supplied by the A/C 28 VDC, through theEIU. This enables:

- Automatic ground checks of the ECU before enginerunning.

- Engine starting.- Power to be supplied to the ECU until the engine

speed reaches 12% N2.

Power supply when N2 > 12%:

- At 12% N2, the control alternator directly suppliesthe ECU.

- Above 15% N2, the ECU logic automatically switchesoff the A/C power source, through the EIU powerdown function.

Note: In case of total alternator failure, the ECU will

receive, as a back-up, the 28 VDC power from the A/Cnetwork. If the failure only affects the active channel, theECU switches engine control to the other channel.The ENGine FIRE pushbutton cuts off the A/C 28 VDC.

Auto Power Down.

The ECU is automatically powered down on the ground,through the EIU, five minutes after engine shutdown. Thisallows printing of the post-flight report.

The ECU is also powered down, on the ground, fiveminutes after A/C power up, unless MCDU menus areused.

Fadec Ground Power Panel.

For maintenance purposes, the engine FADEC groundpower panel enables FADEC supply to be restored on theground, with engine shut down.When the corresponding ENGine FADEC GND POWERpushbutton is pressed “ON”, the ECU is supplied.

Caution: In this case, there is no automatic power downfunction. As long as the pushbutton is pressed “ON”, theECU is supplied. ECU overtemperature may occur after

a while.

Note: Both engines ECU’s are re-powered as soon asIGN/START is selected with the rotary selector.With master lever selected “ON”, the corresponding ECUis supplied.

TOC






Page 17Jan 03

E F G

��

�

��

�

�

��

�

�

� �

TOC


EFG







Page 18Jan 03


ECU Control Alternator.

The control alternator supplies electrical power directlyto the ECU and is installed on the front face of the Accessory GearBox (AGB).

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

- A stator housing, secured on the attachment pad bymeans of three bolts.

- Two electrical connectors, one for each ECUchannel.

- A rotor, secured on the AGB gearshaft by a nut.

This control alternator is a “wet” type alternator, lubricatedwith AGB engine oil.

TOC






Page 19Jan 03

E F G

CTC-211-014-00

�

TOC


EFG







Page 20Jan 03

E F G


TOC





SENSORSENGINE SYSTEMS

Page 1Jan 03

E F G

ENGINE SENSORS

TOC


EFG







Page 2Jan 03

E F GENGINE SENSORS

Aerodynamic stations.

The ECU requires information on the engine gas pathand operational parameters in order to control the engineduring all flight phases.

Sensors are installed at aerodynamic stations andvarious engine locations, to measure engine parametersand provide them to the ECU subsystems.

Sensors located at aerodynamic stations have the samenumber as the station. e.g. T25.

Sensors placed at other engine locations have aparticular name. e.g. T case sensor.

TOC






Page 3Jan 03

E F G

CTC-211-015-01

�

TOC


EFG







Page 4Jan 03

E F GENGINE SENSORS

Speed sensors.

LP rotating system speed, N1.HP rotating system speed, N2.

Resistive Thermal Device (RTD sensors).

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

Thermocouples.

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

Pressures.

Ambient static pressure, P0.HPC discharge static pressure, PS3 (or CDP).Engine inlet static pressure, PS12.Fan discharge static pressure, PS13 (optional).HPC inlet total pressure, P25 (optional).

Vibration sensors.

There are two vibration sensors, which are installedon the engine and connected to the Engine VibrationMonitoring Unit (EVMU).

TOC






Page 5Jan 03

E F G

CTC-211-016-01

�

�

TOC


EFG






Page 6Jan 03

E F GENGINE SENSORS

N1 speed sensor.

The N1 speed sensor is mounted through the 5 o’clockfan frame strut. The sensor body has a flange to attachthe complete sensor to the fan frame and once securedon the engine with 2 bolts, only the body and thereceptacle are visible.

The receptacle has three electrical connectors.Two connectors provide the ECU with output signals.The third is connected to the EVMU for vibration analysis.

Internally, a spring keeps correct installation of the sensorprobe, regardless of any dimensional changes due tothermal effects.

Externally, there are two damping rings to isolate theprobe from vibration.

TOC







Page 7Jan 03

E F G

CTC-211-017-00

�

TOC


EFG






Page 8Jan 03

E F GENGINE SENSORS

N2 speed sensor.

The N2 speed sensor is installed on the rear face of the AGB at 6 o’clock and secured with 2 bolts.

The housing has three connectors:

- ECU channel A.- ECU channel B.- EVMU.

TOC







Page 9Jan 03

E F G

CTC-211-018-01

�

�

TOC


EFG






Page 10Jan 03

E F GENGINE SENSORS

T12 sensor.

The T12 temperature sensor measures the fan inlettemperature and is installed through the fan inlet case, atthe 1 o’clock position.

The portion that protrudes into the airflow encloses twoidentical sensing elements.

One sensing element is dedicated to the ECU channel A,the other to channel B.

The mounting plate is equipped with elastomer dampersfor protection against vibrations.

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

TOC







Page 11Jan 03

E F G

� CTC-211-019-01

TOC


EFG






Page 12Jan 03

E F GENGINE SENSORS

T25 sensor.

The T25 sensor measures the High PressureCompressor inlet temperature and is installed in the fanframe mid-box structure, at approximately the 5 o’clockposition.

The sensor is composed of:

- A probe, which encloses two sensing elementsprotruding into the airflow.

- A mounting flange, with four captive screws and a

locating pin.- Two electrical connectors, one per sensing element.- Two drilled holes, opposite the probe airflow inlet, to

let dust out.

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

TOC







Page 13Jan 03

E F G

� CTC-211-020-00

TOC


EFG






Page 14Jan 03

E F GENGINE SENSORS

Compressor discharge temperature T3.

The T3 sensor is a thermocouple which is installed at the12 o’clock position on the combustion case, just behindthe fuel nozzles.

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

The signals from both probes are directed through arigid lead to a connector box, which accomodates twoconnectors, one per ECU channel.

TOC







Page 15Jan 03

E F G

� CTC-211-021-00

TOC


EFG






Page 16Jan 03

E F GENGINE SENSORS

Exhaust Gas Temperature.

The Exhaust Gas Temperature (EGT) sensing system islocated at aerodynamic station 49.5.

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

The system includes nine thermocouple probes, securedon the Low Pressure Turbine (LPT) case and the sensingelements are immersed in the LPT nozzle stage 2.

They are connected together through a wiring harness.

The EGT wiring harness consists of:

- Three thermocouple lead assemblies with twoprobes in each.

- One thermocouple lead assembly with three probes.

- One main junction box assembly where all thethermocouple lead assemblies are connected.The main junction box averages the nine inputsignals, and, through a connector and leadassembly, sends one output signal to both

channels of the ECU.

TOC







Page 17Jan 03

E F G

CTC-211-022-01

�

�

�

�

TOC


EFG






Page 18Jan 03

E F GENGINE SENSORS

LPT discharge temperature T5.

The T5 sensor is part of the optional monitoring kit,available upon customer request. When installed, it islocated at the 4 o’clock position, on the turbine rearframe.

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

A rigid lead carries the signal from the probe to a main junction box with a connector that allows attachment to

a harness.

The two thermocouples are parallel-wired in the box anda single signal is sent to the ECU channel A.

TOC







Page 19Jan 03

E F G

CTC-211-023-00

�

TOC


EFG






Page 20Jan 03

E GENGINE SENSORS

T case.

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

The temperature value is used by the ECU in the HPTClearance Control system logic.

It is installed on the combustion case at the 3 o’clockposition, and consists of:

- A housing, which provides a mounting flange and an

electrical connector.

- A sensing element, fitted inside the housing and incontact with the shroud support.

Note : The probe is spring-loaded to ensure permanentcontact with the shroud support.

TOC







Page 21Jan 03

E F G

� CTC-211-024-00

�

�

�

TOC


EFG






Page 22Jan 03

E ENGINE SENSORS

Engine oil temperature.

The engine is equipped with 2 oil temperature sensors.

The TEO sensor is installed on the oil supply line to theforward sump, at the 9 o’clock position, above the oil tank.It has a captive nut in order to secure it to the supplyline.

The second sensor, installed on the lube unit, is for oilindicating and belongs to the nacelle equipment.

TOC







Page 23Jan 03

E F G

CTC-211-025-00

�

�

�

�

TOC


EFG






Page 24Jan 03

E ENGINE SENSORS

Pressure signals.

Various pressures, picked-up at specific aerodynamicstations, are sent to the shear plate of the ECU throughpressure lines, which are drained at their lowest part byweep holes.

The shear plate routes the pressures to the channel A and B transducers, which compute the actualpressures.

Ambient static pressure P0.

This value is used by the ECU, in case of lost signalsfrom the Air Data Computer (ADC).

The P0 air pressure is measured through a vent plug,installed on the ECU shear plate.

HPC discharge pressure PS3.

The PS3 static pressure pick-up is located on thecombustion case, at the 9 o’clock position, between twofuel nozzles.

Engine inlet static pressure PS12.

Three static pressure ports are mounted on the forwardsection of the fan inlet case, at the 12, 4 and 8 o’clockpositions. A pneumatic line runs around the upper portion of the faninlet case, collecting and averaging the pressures.

TOC



EFFECTIVITY

ALL CFM56-5B ENGINES FOR A319-A320-A321CFMI PROPRIETARY INFORMATION



Page 25Jan 03

E F G

�CTC-211-026-01

�

TOC


EFG






Page 26Jan 03

E ENGINE SENSORS

Fan discharge static pressure PS13.

PS13 is part of the optional monitoring kit, available uponcustomer request.If the kit is not required, the PS13 port is blanked off onthe ECU shear plate.

The PS13 pick-up is located at approximately 1 o’clock,downstream from the fan Outlet Guide Vanes (OGV).This signal is processed by channel A only.

HPC inlet total pressure P25.

P25 is part of the optional monitoring kit, available uponcustomer request.If the kit is not required, the P25 port is blanked off onthe ECU shear plate.

The P25 probe is installed in the fan frame mid-boxstructure, at the 5 o’clock position.

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

The signal is processed by channel B only.

TOC



EFFECTIVITY




Page 27Jan 03

E F G

� CTC-211-027-01

�

TOC


EFG






Page 28Jan 03

E ENGINE SENSORS

#1 bearing vibration sensor assembly.

The assembly is made up of a vibration sensor, whichis secured at the 9 o’clock position on the #1 bearingsupport front flange.

A semi-rigid cable, routed in the engine fan frame, linksthe vibration sensor to an electrical output connector,located at the 3 o’clock position on the fan frame outerbarrel.

The cable is protected by the installation of shock

absorbers which damp out any parasite vibration.

The #1 bearing vibration sensor permanently monitorsthe engine vibration and due to its position, is moresensitive to fan and booster vibration. However, thissensor also reads N2 and LPT vibrations.

The data provided is used to perform fan trim balance.

This sensor is not a Line Replaceable Unit (LRU). In caseof failure, the TRF sensor must be selected, through theCFDS in maintenance mode, in order to continue enginevibration monitoring.

TOC

G



EFFECTIVITY




Page 29Jan 03

E F G

CTC-211-127-01

�

TOC


EFG






Page 30Jan 03

E ENGINE SENSORS

TRF vibration sensor.

The TRF vibration sensor is secured at the 12 o’clockposition on the turbine rear frame.

A semi-rigid cable is routed from the vibration sensor toan electrical connector, which is secured on a bracket onthe core engine at the 10 o’clock position.

The TRF vibration sensor monitors the verticalacceleration of the rotors and sends analogue signals tothe EVMU for vibration analysis processing.

TOC

G



EFFECTIVITY




Page 31Jan 03

E F G

CTC-211-128-01

�

�

TOC


EFG






Page 32Jan 03

E


TOC

FG



EFFECTIVITY




Page 1Jan 03

E F G

ENGINE WIRING HARNESSES

TOC


EFG






Page 2Jan 03

E ENGINE WIRING HARNESSES

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

Fan section.

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

Cold section harnesses are designated:

- HJ7, HJ8, HJ9, HJ10, HJ11, HJ12, HJ13, DPM.

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

Core engine section.

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

Hot section harnesses are designated:

- HCJ11L, HCJ11R, HCJ12L, HCJ12R, HCJ13.

TOC

FG



EFFECTIVITY




Page 3Jan 03

E F G

CTC-211-028-00

� �

�

�

�

�

TOC


E F G






Page 4Jan 03

ENGINE WIRING HARNESSES

The electrical harnesses ensure the connections betweenthe various electrical, electronic and electro-mechanical

components, mounted on the engine.

All the harnesses, consisting of cables with several cores,converge to the 6 o’clock junction box, which provides aninterface between the two types.

They are all screened against high frequency electricalinterferences, and each individual cable within a harnessis screened against low frequency electrical interferences.

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

TOC

FG



EFFECTIVITY




Page 5Jan 03

E F G

HARNESSES INTERFACESCTC-211-029-00

�

�

� �

TOC


E F G






Page 6Jan 03


TOC

FG



EFFECTIVITY



80-00-00ENGINE SYSTEMSPage 1Jan 03

E F G

STARTING SYSTEM

TOC


E F G



EFFECTIVITY



Page 2Jan 03

STARTING FUNCTION

The FADEC is able to control engine starting, crankingand ignition, using aircraft control data.

Starting can be performed either in Manual Mode, or Automatic Mode.

For this purpose, the ECU is able to command:

- Opening and closing of the Starter Air Valve (SAV),- Positioning of the Fuel Metering Valve (FMV),- Energizing of the igniters.

It also detects abnormal operation and delivers specificmessages.

TOC

TRAINING MANUALCFM B

FG



EFFECTIVITY




E F G

� CTC-211-030-00

�

�

�

�

TOC


E F G



EFFECTIVITY



Page 4Jan 03

STARTING SYSTEM

Starting is initiated from the following cockpit controlpanels:

- The engine control panel on the central pedestal,which has a single Rotary Mode Selector for bothengines and two Master Levers, one for eachengine.

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

- The Engine Warning Display (EWD) and the System

Display (SD) on the upper and lower ECAM’s,where starting data and messages are displayed .

TOC


EFG



EFFECTIVITY




E F G

��

��

� �

�

�

��

� �

� �

�

�

�

TOC


E F G



EFFECTIVITY



Page 6Jan 03

STARTING SYSTEM

There are two starting processes:1. -The automatic starting process, under the full

authority of the FADEC system.2. -The manual starting process, with limitedauthority of the FADEC system.

1) Automatic start.

During an automatic start, the ECU includes engineprotection and provides limits for N1, N2 and EGT, withthe necessary indications in the cockpit.

The automatic starting procedure is:

- Rotate mode selector to IGN/START.Both ECU’s are powered up.

- Switch the MASTER LEVER to ‘ON’.

The SAV opens and:- At 16% N2 speed, one igniter is energized.- At 22% N2 speed, fuel is delivered to the combustor.

- At 50% N2 speed, the SAV is closed and the igniterde-energized.

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

2) Manual start.

During a manual start, the ECU provides limited engineprotection and limitation only on EGT.

The manual starting procedure is:

- Rotate mode selector to IGN/START.Both ECU’s are powered up.

- Press the MAN/START push button.

The SAV opens and:- When N2 speed > 20%, switch the MASTER LEVER

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

to the combustor.- At 50% N2 speed, the SAV is closed and the igniters

automatically de-energized.

When the engines are started (manual, or automatic), themode selector must be switched back to the NORMAL

position.

TOC


EFG



EFFECTIVITY




E F G

CTC-211-032-01

�

��

�

�

��

�

�

�

�

�

��

�

�

��

�

�

�

�

�

�

�

�

�

��

�

��

�

�

�

��

�

��

��

�

��

�

�

��

��

��

��

��

��

��

��

��

��

��

TOC


E F GSTARTING SYSTEM



EFFECTIVITY



Page 8Jan 03

STARTING SYSTEM

The starting system provides torque to accelerate theengine to a speed such that it can light off and continue

to run unassisted.

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

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

TOC


EFG



EFFECTIVITY



80-00-00ENGINE SYSTEMS Page 9Jan 03

E F G

� CTC-211-033-00

�

� ��

�

�

� �

� � �

� �

TOC


E F GSTARTING SYSTEM



EFFECTIVITY



Page 10Jan 03

STARTING SYSTEM

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

The pneumatic starter provides the necessary torque todrive the HP rotor, through the AGB, TGB and IGB.

The necessary air pressure for the starter comes from:

- The APU.- The other engine, through the cross bleed system.- A ground power unit (25 to 50 psig).

TOC


EFG



EFFECTIVITY




E F G

CTC-211-034-00

�

TOC


E F G



EFFECTIVITY



Page 12Jan 03


TOC


EFG



EFFECTIVITY




E F G

STARTER AIR VALVE

TOC


E F GSTARTER AIR VALVE



EFFECTIVITY



Page 2Jan 03

STARTER AIR VALVE

The Starter Air Valve (SAV) controls the pressurized airflow to the engine pneumatic starter.

The SAV is secured on the air starter duct, just belowthe 3 o’clock position and is accessible through an accessdoor provided on the right hand side fan cowl.

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

Two electrical connections transfer electrical signals to

the ECU.

TOC


EFG



EFFECTIVITY

ALL CFM56-5B ENGINES FOR A319-A320-A321CFMI PROPRIETARY INFORMATION 80-11-20ENGINE SYSTEMS Page 3Jan 03

E F G

� � � �CTC-211-037-00

� �

� �

�

TOC


E F GSTARTER AIR VALVE



EFFECTIVITY



Page 4Jan 03

STARTER AIR VALVE

The SAV is a normally closed butterfly valve.

An electrical signal, sent by the ECU, moves the valve tothe open position.

In case of electrical command failure, the valve can bemanually opened by first pushing the wrench button andthen, rotating the manual override handle.

Air pressure must be present, to avoid internal damage.

When the handle is released, an internal spring

automatically returns the butterfly valve to the closedposition.

The override handle aligns with markings on the valveto provide an external indication of the butterfly valveposition.

Switches provide the ECU with the valve position status.

Gloves must be worn, to avoid injury from hot parts.

TOC


EFG



EFFECTIVITY


E F G

CTC-211-038-00

�

�

TOC


E F G



EFFECTIVITY



Page 6Jan 03


TOC


EFG



EFFECTIVITY


E F G

PNEUMATIC STARTER

TOC


E F GPNEUMATIC STARTER



EFFECTIVITY



Page 2Jan 03

The pneumatic starter is connected to an air starter ductand converts the pressurized airflow from the aircraft airsystem into a high torque rotary movement.

This movement is transmitted to the engine HighPressure (HP) rotor, through the accessory drive system.

An internal centrifugal clutch automatically disconnectsthe starter from the engine shaft when the desired speedis reached.

The pneumatic starter is secured on the aft right hand

side of the AGB.

The pneumatic starter works with engine oil and hasthree ports:

- A filling port- An overflow port- A drain port.

The drain port features a plug made in two parts:

- An inner part, which is a magnetic plug used to trapany magnetic particles contaminating the oil.

- An outer part, which is the drain plug, receivesthe magnetic plug. This part has a check valve toprevent any oil spillage when the magnetic plug isremoved for maintenance checks.

TOC


EFG



EFFECTIVITY

ALL CFM56-5B ENGINES FOR A319-A320-A321CFMI PROPRIETARY INFORMATION 80-11-10ENGINE SYSTEMS

Page 3Jan 03

E F G

CTC-211-035-00

�

�

TOC


E F GPNEUMATIC STARTER



EFFECTIVITY



Page 4Jan 03

The pneumatic starter has an air inlet and a statorhousing assembly, which contains the following mainelements:

- A turbine wheel stator and rotor.- A gear set.- A clutch assembly.- An output shaft.

Pressurized air enters the air starter and reaches theturbine section, which transforms the air’s kinetic energyinto mechanical power.

This high speed power output is transformed into lowspeed and high torque motion, through a reduction gearset.

A clutch system, installed between the gear set and theoutput shaft, ensures transmission of the turbine wheelpower to the output shaft during engine starting, anddisconnection when the output shaft speed reaches 50%of N2.

TOC


EFG



EFFECTIVITY


Page 5Jan 03

E F G

CTC-211-036-00

�

TOC


E F G



EFFECTIVITY



Page 6Jan 03


TOC


EFG



EFFECTIVITY


Page 1Jan 03

E F G

IGNITION

TOC


E F GIGNITION GENERAL






Page 2Jan 03

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

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

The ignition system receives 115 VAC/400 Hz from theaircraft, through channels A and B of the ECU.

The A/C power supply will be automatically disconnectedby the Engine Interface Unit (EIU) if:

- The master lever is selected OFF.- In case of fire emergency procedure.

The A/C ignition power supply is failsafed to ON in caseof a failed EIU.

The ignition system has two independent circuits,systems A and B, consisting of:

- 2 high energy ignition exciters.- 2 ignition lead assemblies.- 2 spark igniters.

A current is supplied to the ignition exciters andtransformed into high voltage pulses. These pulses aresent, through ignition leads, to the tip of the igniter plugs,producing sparks.

System B spark igniter, located on the left hand side, isconnected to the lower ignition box #1.System A spark igniter, located on the right hand side, isconnected to the upper ignition box #2.

TOC


EFG



EFFECTIVITY


Page 3Jan 03

E F G

�CTC-211-039-00

� �

�

TOC


E F GIGNITION BOXES






Page 4Jan 03

The ignition exciters use 115 VAC, supplied through theECU, to produce high voltage pulses to energize thespark igniters.

The ignition exciters transform this low voltage input intorepeated 20 KV high voltage output pulses.

The 2 ignition exciters are installed on the fan case,between the 3 and 4 o’clock positions.

A stainless steel protective housing, mounted on shockabsorbers and grounded, encloses the electrical exciter

components.

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

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

TOC


EFG



EFFECTIVITY


Page 5Jan 03

E G

CTC-211-040-01

�

� �

�

�

�

TOC


E F GIGNITION DISTRIBUTION SYSTEM






Page 6Jan 03

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

The main elements of distribution are:

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

- 2 spark igniters, located on the combustor case at4 and 8 o’clock.

The two ignition lead assemblies are identical and

interchangeable, and each connects one ignition exciterto one spark igniter.

TOC


EFG



EFFECTIVITY



Page 7Jan 03

E

CTC-211-041-02

�

�

� � � �

�

�

�

�

�

TOC








Page 8Jan 03

A single coaxial electrical conductor carries the hightension electrical pulses to the igniter plug.

The portion of the lead assembly along the core, as wellas the outer portion of the igniter, is air cooled.

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

The ignition lead assembly consists of an elbow, anair inlet adapter, an air outlet and terminals that are

interconnected with a flexible conduit assembly.

TOC


EFG



EFFECTIVITY



Page 9Jan 03

E

IGNITION LEADCTC-211-042-00

�

�

�

TOC








Page 10Jan 03

Igniter Plug.

The connection between the igniter plug and the ignitionlead is surrounded by a shroud, which ducts ignition lead

cooling air around the igniter plug.

The depth of the spark igniter is controlled by a bushingand gasket(s). Each gasket is 0.38mm in thickness.

Before installing the spark igniter, a small amount ofgraphite grease should be applied to the threads thatconnect with the igniter bushing in the combustion caseboss.

Note : Do not apply grease or any lubricant to the threadsof the connector on the ignition lead as this will causedamage to the igniter and lead.

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

TOC


EFG



EFFECTIVITY



Page 11Jan 03

E

CTC-211-043-00

�

�

�

�

�

�

�

�

�

TOC


E F G






Page 12Jan 03


TOC


EFG



EFFECTIVITY


PWR MANENGINE SYSTEMS

Page 1Jan 03

E

POWER MANAGEMENT & FUEL CONTROL

TOC


E F GPOWER MANAGEMENT






Page 2Jan 03

The power management function computes the fan speed(N1) necessary to achieve a desired thrust.

The FADEC manages power, according to two thrustmodes:

- Manual mode, depending on the Thrust Lever Angle.

- Autothrust mode, according to the autothrustfunction generated by the autoflight system.

Power management uses N1 as the thrust settingparameter.

It is calculated for the appropriate engine ratings (codedin the identification plug) and based upon ambientconditions, Mach number (ADIRU’s) and engine bleeds(ECS).

TOC


EFG



EFFECTIVITY



Page 3

Jan 03

E

CTC-211-044-00

�

TOC








Page 4Jan 03

For the current flight conditions, the FADEC calculates thepower setting for each of the different ratings defined interms of N1. When the throttle is set between detents,

the FADEC interpolates between them to set the power.

The different thrust levels are:

- Idle.- Maximum Climb (MCL).- Maximum Continuous (MCT).- Flexible Take-off (FLX TO).- Derated Take-off (DRT TO).- Maximum Take-off or Go-Around (TO/GA).- Maximum Reverse (REV).

Each N1 is calculated according to the following flightconditions :

- Temperature: the thrust delivered depends onoutside air temperature (OAT). By design, theengine provides a constant thrust up to a pre-determined OAT value, known as “corner point”,after which the thrust decreases proportionally tomaintain a constant EGT value.

- Pressure: with an increase in altitude, thrust willdecrease when operating at a constant RPM dueto the reduction in air density, which reduces themass flow and fuel flow requirements.

- Mach: when mach number increases, the velocity ofair entering the engine changes, decreasing thrust.To determine the fan speed, the ECU calculatesM0 from the static pressure, the total pressure andthe TAT values.

- Bleed: ECS bleed and anti-ice bleed are taken into

account in order to maintain the same EGT levelwith and without bleeds.

TOC


EFG



EFFECTIVITY



Page 5

Jan 03

E

CTC-211-045-01

�

�

�

�

�

�

� � � � �

TOC








Page 6Jan 03

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

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

This means setting the ambient temperature to anassumed value, which is higher than the real ambienttemperature. The assumed ambient temperature (99°Cmax) is set in the cockpit, using the MCDU.

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

However, the power level, which is set by the FADECin the flexible mode, may be displayed on the ECAM byinput of a flexible temperature value, through the MCDU,and setting the TRA to the flex position, before the engineis started.

TOC


EFG



EFFECTIVITY



Page 7

Jan 03

E

� �

�

�

�

� �

�

�

�

�

TOC


E F GENGINE FUEL AND CONTROL






Page 8Jan 03

Fuel control.

The fuel control function computes the Fuel Metering

Valve (FMV) demand signal, depending on the enginecontrol laws and operating conditions.

Fuel flow is regulated to control N1 and N2 speed:

- During engine starting and idle power, N2 speed iscontrolled.

- During high power operations, requiring thrust, N1speed is controlled and N2 is driven betweenminimum and maximum limits.

The limits depend on:

- Core speed.- Compressor discharge pressure (PS3).- Fuel / air ratio (WF/PS3).- Fan & core speed rates (accel and decel).

Idle control.

The FADEC system controls the idle speed:

- Minimum Idle will set the minimum fuel flowrequested to ensure the correct aircraft ECSpressurization.

- Approach Idle is set at an engine power whichwill allow the engine to achieve the specifiedGo-Around acceleration time.

TOC


E F G



EFFECTIVITY



Page 9

Jan 03

��

�

� �

�

�

TOC


E F G






Page 10Jan 03


TOC


E F G



EFFECTIVITY



Page 1

Jan 03

FUEL DISTRIBUTION

TOC


E F GFUEL DISTRIBUTION



EFFECTIVITY



Page 2Jan 03

The purpose of the fuel distribution system is:

- To deliver fuel to the engine combustion chamber.

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

- To cool down engine oil and Integrated DriveGenerator (IDG) oil.

The fuel distribution components consist of:

- Fuel supply and return lines.- A fuel pump and filter assembly.- A main oil/fuel heat exchanger.- A servo fuel heater.- A Hydro-Mechanical Unit (HMU).- A fuel flow transmitter.- A fuel nozzle filter.- A Burner Staging Valve (BSV).- Two fuel manifolds.- Twenty fuel nozzles.- An IDG oil cooler.- A Fuel Return Valve (FRV).

TOC


E F G



EFFECTIVITY



Page 3

Jan 03

CTC-211-048-00

�

TOC


E F GFUEL DISTRIBUTION



EFFECTIVITY



Page 4Jan 03

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

After passing through the pump, the pressurized fuelgoes to the main oil/fuel heat exchanger in order to cooldown the engine scavenge oil.

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

The main fuel flow goes through the HMU meteringsystem, the fuel flow transmitter, the fuel nozzle filter andis then directed to the fuel nozzles and the BSV.

The other fuel flow goes to the servo fuel heater, whichwarms up the fuel to prevent any ice particles enteringsensitive servo systems.

The heated fuel flow enters the HMU servo-mechanismand is then directed to the various fuel-actuatedcomponents.

A line brings unused fuel, from the HMU, back to theinlet of the main oil/fuel heat exchanger, through the IDGoil cooler.

A Fuel Return Valve (FRV), also installed on this line, mayredirect some of this returning fuel back to the A/C tank. Before returning to the A/C tank, the hot fuel is mixedwith cold fuel from the outlet of the 1st stage of the fuelpump.

TOC


E F G



EFFECTIVITY



Page 5

Jan 03

CTC-211-049-00

�

�

�

TOC


E F G



EFFECTIVITY



Page 6Jan 03


TOC


E F G






Page 1

Jan 03

FUEL PUMP

TOC


E F GFUEL PUMP






Page 2Jan 03

The purpose of the engine fuel pump is:

- To increase the pressure of the fuel from the A/C

fuel tanks, and to deliver this fuel in two differentflows.

- To deliver pressurized fuel to the main oil/fuel heatexchanger.

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

- To drive the HMU.

The engine fuel pump is located on the accessorygearbox aft face, on the left hand side of the horizontaldrive shaft housing.

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

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

TOC


E F G






Page 3

Jan 03

CTC-211-050-00

�

�

�

�

�

�

TOC


E F GFUEL PUMP






Page 4Jan 03

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

First, the fuel passes through the boost stage, where itis pressurized.

At the outlet of the boost stage, it is directed to the mainoil/fuel heat exchanger, and the FRV.

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

The clogging condition of the main fuel filter is monitored

and displayed on an ECAM, through a differentialpressure switch.

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

At the filter outlet, the fuel passes through the HP stagepump.

A pressure relief valve is installed, in parallel with thegear pump, to protect the downstream circuit from overpressure.

At the gear stage outlet, the fuel passes through a washfilter, where it is split into two different fuel flows.

The main fuel flow, unfiltered, goes to the HMU. The otherfuel flow, which is filtered, goes to the servo fuel heaterand the FRV.

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

TOC


E F G






Page 5

Jan 03

CTC-211-051-01

�

TOC


E F GFUEL PUMP






Page 6Jan 03

Fuel pump housing.

The fuel pump housing encloses the fuel pump drive

system, the LP and HP stages, the fuel filter, and thewash filter.

The fuel pump housing is secured onto the accessorygearbox with a Quick Attach/Detach (QAD) ring. Themounting flange is equipped with a locating pin tofacilitate the installation of the fuel pump onto the AGB.

On the housing, fuel ports and covers are provided whichare:

- Main filter by-pass valve cover.

- Supply to main heat exchanger.- Return from main heat exchanger.- Filter drain port.- Upstream and downstream filter pressure taps.- HP stage pressure relief valve cover.- Fuel inlet port.- Discharge port to HMU.- Supply to FRV.- Supply to servo fuel heater.- LP stage discharge pressure tap.

- HP stage discharge pressure tap.

TOC


E F G






Page 7

Jan 03

FUEL PUMP HOUSINGCTC-211-052-01

�

TOC


E F GFUEL PUMP






Page 8Jan 03

Fuel pump drive system.

In the fuel pump, the necessary rotative motion is

provided by a drive system consisting of concentricshafts.

The main drive shaft is driven by the AGB.

The fuel pump drive system is equipped with shear necksections to provide:

- Protection of the AGB against any excessive torquecreated within the fuel pump assembly.

- Assurance of the HMU drive operation, even in caseof total failure of the LP stage pump.

TOC


E F G






Page 9

Jan 03

CTC-211-053-01

�

�

�

�

� �

�

�

� �

� � �

�

TOC


E F GFUEL PUMP






Page 10Jan 03

Fuel filter.

The fuel filter protects the downstream circuit from

particles in the fuel.

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

The filter cartridge is installed in a cavity in the fuel pumpbody. The fuel circulates from the outside to the inside ofthe filter cartridge.

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

Tappings on the filter housing enable the installation ofa differential pressure switch that transmits filter cloggingconditions to the A/C monitoring system.

Maintenance practices.

Fuel filter removal/installation and check.

The filter must be removed and visually inspected afterany ECAM “Fuel filter clogged” warning messages, orwhen significant contamination is found at the bottom ofthe filter cover. This inspection can help to determine anycontamination of aircraft, or engine fuel systems.

Re-install the fuel filter cover with the bolts, washers andnuts provided, carefully following the torquing sequence.

Perform a wet motoring check for leakage.

TOC


E F G






Page 11

Jan 03

VISUAL INSPECTION OF THE FUEL FILTER CARTRIDGECTC-211-056-01

�

�

�

TOC


E F GFUEL PUMP

M i i






Page 12Jan 03


Visual inspection of impeller rotation.

This inspection must be done during troubleshootingwhen the procedure calls for it, or when a broken shaftis suspected and the rotation of the LP impeller has tobe checked.

The plug is removed, and the engine is cranked throughthe handcranking pad.

If the impeller turns, the check is positive.

If the impeller does not turn, replace the fuel pump andcontinue the troubleshooting procedure to determine ifthere is any further engine damage.

After fuel pump replacement, perform an idle leak checkand FADEC ground test with motoring.

TOC


E F G






Page 13

Jan 03

VISUAL INSPECTION OF IMPELLERCTC-211-057-00

�

TOC


E F G






Page 14Jan 03


TOC


E F G






Page 1

Jan 03

MAIN OIL/FUEL HEAT EXCHANGER

TOC


E F GMAIN OIL/FUEL HEAT EXCHANGER

The purpose of the main oil/fuel heat exchanger is to






Page 2Jan 03

The purpose of the main oil/fuel heat exchanger is tocool the scavenged oil with cold fuel, through conductionand convection, inside the exchanger where both fluids

circulate.

The exchanger is installed at the 7 o’clock position, on thefuel pump housing.

TOC


E F G






Page 3

Jan 03

� CTC-211-059-00

�

TOC


E F GMAIN OIL FUEL HEAT EXCHANGER

The connections with the other systems are: Heat exchanger housing






Page 4Jan 03

The connections with the other systems are:

- An oil IN port from the servo fuel heater.

- An oil OUT tube to the oil tank.- Two fuel ports connected with the fuel pump.- A fuel return line from the HMU, through the IDG

oil cooler.

The mechanical interfaces are the mating flanges with thefuel pump, the servo fuel heater, plus one other with afuel tube.

Heat exchanger core.

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

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

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

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

Heat exchanger housing.

The housing encloses the core, and the following items

are located on its outer portion:

- An oil pressure relief valve, which by-passes theoil when the differential pressure across the oilportion of the exchanger is too high.

- A fuel pressure relief valve, which by-passes thefuel when the differential pressure across the fuelportion of the exchanger is too high.

- A drain port, for fuel leak collection from inter-sealcavities, that prevent oil cavity contamination.

- An optional fuel-out temperature probe port.- Two attachment flanges; one with the fuel pump

which also provides fuel IN and OUT passages,and one with the servo fuel heater which alsoprovides oil IN and OUT tubes.

- One fuel IN port for fuel from the HMU, via the IDGoil cooler.


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

TOC


E F G






Page 5

Jan 03

CTC-211-060-00

�

�

� �

�

TOC


E F G






Page 6Jan 03


TOC


E F G






Page 1

Jan 03

SERVO FUEL HEATER

TOC


E F GSERVO FUEL HEATER

The servo fuel heater is a heat exchanger which uses Oil from the lubrication unit enters the case, is filtered,






Page 2Jan 03

The servo fuel heater is a heat exchanger which usesengine scavenge oil as the heat source to warm up fuelin the fuel control system. This prevents ice particles

entering sensitive servo mechanisms.

Heat exchange between oil and fuel is by conduction andconvection inside the unit, which consists of:

- A case, enclosing the exchanger core andsupporting the unit and oil lines.

- The exchanger core, or matrix, where heat istransferred.

- The cover, which supports the fuel lines.

- A screen, which catches particles in suspension inthe oil circuit.

Fuel from the pump wash filter enters the unit and passesthrough aluminium alloy, ‘U’-shaped tubes immersed inthe oil flow. The tubes are mechanically bonded to a tubeplate, which is profiled to the housing and end coverflanges. The fuel then exits the unit and is directed to theHMU servo mechanism area.

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

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

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

Servo fuel heater casing.

At the flanged end of the case, facing outward, there aretwo square oil inlet/outlet mounting pads.

The flange has threaded inserts to allow the installation ofthe cover attachment screws.The mounting flange is partof the housing casting, and has 6 holes to accommodatethe main oil/fuel heat exchanger securing studs.

A side port chamber is provided to run the oil by-passflow from the main oil/fuel heat exchanger to the oil outletline connected to the engine oil tank.

TOC


E F G





73-11-20

ENGINE SYSTEMS

Page 3

Jan 03

CTC-211-061-01

�

�

TOC


E F G






Page 4Jan 03


TOC


E F G





73-21-18

ENGINE SYSTEMS

Page 1

Jan 03

HYDROMECHANICAL UNIT

TOC


E F GHYDROMECHANICAL UNIT

The Hydro-Mechanical Unit (HMU) transforms electrical






Page 2Jan 03

ysignals sent from the ECU into hydraulic pressures inorder to actuate various actuators used in engine control.

It is installed on the aft side of the accessory gearboxat the 7 o’ clock position and mounts directly onto thefuel pump.

TOC


E F G





73-21-18

ENGINE SYSTEMS

Page 3

Jan 03

HYDROMECHANICAL UNIT LOCATIONCTC-211-062-00

HMU

TOC



The HMU has different functions:






Page 4Jan 03

- It provides internal calibration of fuel pressures.

- It meters the fuel flow for combustion.- It provides the fuel shut-off and fuel manifoldminimum pressurization levels.

- It by-passes the return of unused fuel.- It provides mechanical N2 overspeed protection.- It delivers the correct hydraulic power source to

various engine fuel equipment.

The HMU has:

- Two electrical connectors to ECU channels A and B.- An electrical connection between the shut-off

solenoid and the A/C.

TOC


E F G





73-21-18

ENGINE SYSTEMS

Page 5

Jan 03

CTC-211-063-01

� �

�

TOC



To manage and control the engine systems andff






Page 6Jan 03

equipment, the HMU houses two different internalsubsystems, which are:

- The fuel metering system and the overspeedgovernor system.

- The servo-mechanism area, including the pressureregulation system, the servo flow regulationsystem, solenoid valves and torque motors tosupply fuel to the various valves and actuators ofthe engine.

TOC


E F G





73-21-18

ENGINE SYSTEMS

Page 7

Jan 03

CTC-211-064-01

�

TOC



General description.






Page 8Jan 03

To achieve all the different engine functions, the HMU is

fitted with:6 torque motors (TM) for the control of:- Fuel Metering Valve (FMV).- Variable Stator Vane (VSV).- Variable Bleed Valve (VBV).- Transient Bleed Valve (TBV).- High Pressure Turbine Clearance Control (HPTCC).- Low Pressure Turbine Clearance Control (LPTCC).

2 solenoids (S) for:

- Burner Staging Valve (BSV) control.- A/C shut-off valve signal generation. (this solenoid is not controlled by the ECU, but by the

A/C Master Lever).

1 resolver (R), to track the Fuel Metering Valve (FMV)position and 2 sets of switches (one set for the overspeedgovernor, one for the pressurizing valve).

Note : The resolver and the switches are dual devices.

i.e. their feedback indication is provided to both ECUchannels.

TOC


E F G





73-21-18

ENGINE SYSTEMS

Page 9

Jan 03

CTC-211-065-01

∆

�

TOC


E F G






Page 10Jan 03


TOC


E F G



EFFECTIVITY

ALL CFM56-5B ENGINES FOR A319-A320-A321



Page 1

Jan 03

FUEL FLOW TRANSMITTER

TOC


E F GFUEL FLOW TRANSMITTER

The purpose of the fuel flow transmitter is to providethe ECU with information for indicating purposes on the



EFFECTIVITY



Page 2Jan 03

the ECU with information, for indicating purposes, on theweight of fuel used for combustion.

Located in the fuel flow path, between the HMU meteredfuel discharge port and the fuel nozzle filter, it is installedon supporting brackets on the aft section of the HMU.

The interfaces are:- A fuel supply hose, connected from the HMU.- A fuel discharge tube, connected to the fuel nozzle

filter.- An electrical wiring harness, connected to the ECU.

The fuel flow transmitter consists of an aluminium bodywith a cylindrical bore containing a rotating measuringdevice, which generates electronic pulses proportional tothe fuel flow.

An electrical connector is installed on the outside of arectangular electronics compartment.

TOC


E F G



EFFECTIVITY




Page 3

Jan 03

�CTC-211-066-00

��

�

��

�

�

�

TOC


E F G



EFFECTIVITY



Page 4Jan 03


TOC


E F G



EFFECTIVITY




Page 1

Jan 03

FUEL NOZZLE FILTER

TOC


E F GFUEL NOZZLE FILTER

The fuel nozzle filter is installed near the servo fuel heaterat 8 o’clock and attached to the fuel flow transmitter.



EFFECTIVITY



Page 2Jan 03

at 8 o clock and attached to the fuel flow transmitter.

The fuel nozzle filter collects any contaminants that maystill be left in the fuel before it goes to the fuel nozzlesupply manifold.

TOC


E F G



EFFECTIVITY




Page 3

Jan 03

CTC-211-067-00

�

TOC


E F G



EFFECTIVITY



Page 4Jan 03


TOC


E F G



EFFECTIVITY




Page 1

Jan 03

BURNER STAGING VALVE

TOC


E F GBURNER STAGING VALVE

The purpose of the Burner Staging Valve (BSV) is toclose the fuel supply to the staged manifold in certain



EFFECTIVITY



Page 2Jan 03

pp y gengine operations. The valve shuts off every other fuelnozzle to provide a better spray pattern and improve theengine flame-out margin.

The BSV is installed on a support bracket on the coreengine at the 6 o’clock position.

All open ports terminate in the mounting surface ofthe valve body and when the valve is installed on themounting bracket, the ports are automatically connected.No external hydraulic or pneumatic lines are required.

The BSV is a normally open, fuel shut-off valve that iscontrolled by the ECU, and fuel operated by the HMU.

The valve has dual redundant signal switches, which areopen when the valve is open.

TOC


E F G



EFFECTIVITY




Page 3

Jan 03

BURNER STAGING VALVECTC-211-068-00

TOC


E F GBURNER STAGING VALVE

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

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



EFFECTIVITY



Page 4Jan 03

To safely work close to this limit, the ECU cuts 10 of the20 engine fuel nozzles.

The effect is that the same amount of fuel is providedin the combustion chamber, but only from the 10 fuelnozzles supplied by the unstaged manifold. In thiscondition, the lean flame-out is well above the flame-outlimit and it is impossible to extinguish combustion.

The diagram indicates the switch limits between 20 and

10 fuel nozzles.

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

The unstaged manifold always supplies 10 fuel nozzles,and the staged manifold supplies the 10 remaining fuelnozzles, depending on the BSV position.

At the outlet of the BSV, each fuel supply manifold isconnected to a “Y” shaped supply tube at approximately

the 5 and 6 o’clock positions.

Each supply manifold is made up of two halves, whichare mechanically coupled, and include 5 provisions toconnect the fuel nozzles.

To improve the rigidity in between the manifold halves,connecting nuts are installed at the 6 and 12 o’ clockpositions.

TOC


E F G



EFFECTIVITY




Page 5

Jan 03

CTC-211-069-00

�

TOC


E F G



EFFECTIVITY



Page 6Jan 03


TOC


E F G



EFFECTIVITY




Page 1

Jan 03

FUEL NOZZLE

TOC


E F GFUEL NOZZLE

The fuel nozzles spray fuel into the combustion chamberand ensure good light-off capability and efficient burningt ll i tti



EFFECTIVITY



Page 2Jan 03

at all engine power settings.

There are twenty fuel nozzles, which are installed allaround the combustion case area, in the forward section.

TOC


E F G � �

� �



EFFECTIVITY




Page 3Jan 03

CTC-211-070-01

�

�

TOC


E F GFUEL NOZZLE

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



EFFECTIVITY



Page 4Jan 03

- A cover, where the nozzle fuel inlet connector islocated.

- A cartridge assembly, which encloses a check valveand a metering valve.

- A support, used to secure the fuel nozzle onto thecombustion case.

- A metering set, to calibrate primary and secondaryfuel flow sprays.

Some makes of fuel nozzle have a removeable inlet

strainer, which is secured onto the inlet cover with aretaining ring.

TOC


E F G



EFFECTIVITY




Page 5Jan 03

CTC-211-071-01

�

TOC


E F GFUEL NOZZLE

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



EFFECTIVITY



Page 6Jan 03

connected to the engine in an identical manner.

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

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

To facilitate identification of the nozzle type, a colour bandis installed on the nozzle body. The colours are also

engraved on the band.

- Blue colour band on regular fuel nozzles.- Natural colour band on wider spray fuel nozzles.

TOC


E F G

�



EFFECTIVITY




Page 7Jan 03

CTC-211-073-01

�

�

�

TOC


E F GFUEL NOZZLE

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



EFFECTIVITY



Page 8Jan 03

At 15 psig, the fuel opens the check valve. It is sent to thecentral area of the metering set which calibrates the spraypattern of the primary fuel flow (narrow angle).

When the fuel pressure reaches 120 psig, it opens theflow divider metering valve and the fuel goes through theouter tube of the support to another port in the meteringset.

This port calibrates the spray pattern of the secondary

fuel flow (wider angle of 125 °).

TOC


E F G



EFFECTIVITY



Page 9Jan 03

CTC-211-072-01

�

TOC


E F G



EFFECTIVITY



Page 10Jan 03


TOC


E F G



EFFECTIVITY



Page 1Jan 03

IDG OIL COOLER

TOC


E F GIDG OIL COOLER

The Integrated Drive Generator (IDG) oil cooler uses theHMU by-pass fuel flow to cool down the oil used in theIDG mechanical area.



EFFECTIVITY



Page 2Jan 03

G ec a ca a ea

The IDG oil cooler is located on the fan case, justabove the engine oil tank, between the 9 and 10 o’clockpositions.

The interfaces are:- The fuel supply and return lines.- The oil supply and return lines.

After the heat exchange, the fuel returns to the inlet of

the main oil/fuel heat exchanger, and the oil goes backto the IDG.

The unit consists of a matrix providing the heat exchangeoperation, a housing, and a cover enclosing a pressurerelief valve.

TOC


E F G



EFFECTIVITY



Page 3Jan 03

IDG OIL COOLER DESIGNCTC-211-079-01

�

TOC


E F GIDG OIL COOLER

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



EFFECTIVITY



Page 4Jan 03

The fuel flows inside a tube bundle and the oil circulates

around the bundle to transfer heat to the by-pass fuel.

The housing encloses the oil supply port, the oil out port,and the oil drain port.

The cover encloses the fuel supply port, the fuel out port,and the pressure relief valve.

The pressure relief valve is installed in parallel with the

fuel inlet and outlet ports, and if the pressure drop insidethe matrix is greater than 24 psid, the valve opens andby-passes the fuel directly towards the heat exchanger.

TOC


E F G



EFFECTIVITY



Page 5Jan 03

�CTC-211-080-01

TOC


E F G



EFFECTIVITY



Page 6Jan 03


TOC


E F G



EFFECTIVITY



Page 1Jan 03

FUEL RETURN VALVE

TOC


E F GFUEL RETURN VALVE

The Fuel Return Valve (FRV) returns part of the by-passfuel, flowing through the IDG oil cooler, back to the A/Cfuel tank for recirculation.



EFFECTIVITY



Page 2Jan 03

The FRV is mounted on a bracket on the left hand sideof the fan inlet case, at the 10 o’clock position, above theIDG oil cooler.

The interfaces are:

- The fuel return line to the A/C.- The fuel drain tube.- The Pb return tube.

- The fuel pump HP tube.- The fuel pump LP tube (Cold fuel).- The IDG cooler inlet tube (hot fuel).- Two electrical connectors linked to the ECU.

TOC


E F G



EFFECTIVITY



Page 3Jan 03

� �CTC-211-081-01

� �

�

�

�

� �

TOC



Inside the FRV, cold fuel from the fuel pump LP stageoutlet is mixed with the warm fuel returning from the IDGoil cooler. This is to limit the temperature of the fuel goingb k h A/C k

The engine oil temperature thresholds depend on thefuel inner tank temperature, and A/C ground or flightconditions.



EFFECTIVITY



Page 4Jan 03

back to the A/C tank.

A shut-off system is provided to isolate the engine fuelcircuit from the A/C fuel tank return circuit.

The FRV is fuel operated and electrically controlledthrough the ECU control logic.

The control logic of the FRV is dependent on the engineoil temperature (TEO).

In case of failure of the TEO sensor, FRV positioningcannot be calculated based on the sensor. In this case,a default value for the oil is set ( 178°C) and the FRVopens.

Above a certain engine oil temperature, the ECUcommands a LOW return fuel flow to the A/C.

If the engine oil temperature continues to increase, the

ECU commands a HIGH return fuel flow to the A/C.

On ground, if the engine oil temp reaches 90°C, only theLOW return fuel flow is redirected to the A/C, until the oiltemperature drops to 78°C.

In flight conditions, LOW return fuel flow may be selectedat the same engine oil temperature as on ground.

Following LOW, HIGH return fuel flow is selected, if theengine oil temperature reaches 95°C.

It is deselected when the temperature drops below 85°C.

TOC


E F G



EFFECTIVITY



Page 5Jan 03

CTC-211-082-01

�

TOC



Modulated idle.

The High return fuel flow may, in some cases, not beh t l d th i il t t



EFFECTIVITY



Page 6Jan 03

enough to cool down the engine oil temperature.

Therefore, the engine minimum idle speed may beincreased to create a higher fuel flow, resulting in moreeffective oil cooling in the main oil/fuel heat exchanger.

The modulated idle operation depends upon the oiltemperature and the A/C ground or flight condition.

On ground, no IDG modulated idle is required.

In flight, the modulated idle operation is set when the oiltemperature reaches 106.2°C.

N2 speed then accelerates, according to a linearschedule, up to a maximum of 11731 rpm, whichcorresponds to an oil temperature of 128°C.

TOC


E F G



EFFECTIVITY



Page 7Jan 03

CTC-211-083-00

� �

TOC



Recirculation to the tank is inhibited, (FRV closed), in anyof the following cases:

When N2 speed is below 50% during engine start



EFFECTIVITY



Page 8Jan 03

- When N2 speed is below 50% during engine start.

- When the metered fuel flow is greater than 5520 pph.(T/O power).

- With engine shut-down.- When the aircraft management system sends an

inhibit signal (fuel temp high + fuel tank full).- When flight / ground status is not available.

The FRV is opened to the second level (HIGH) during aFADEC ground motoring test.

TOC


E F G



EFFECTIVITY



Page 9Jan 03

CTC-211-084-01

�

TOC


E F G



EFFECTIVITY



Page 10Jan 03


TOC


E F G



EFFECTIVITY



Page 1Jan 03

VARIABLE GEOMETRY CONTROL SYSTEM

TOC


E F G VARIABLE GEOMETRY CONTROL SYSTEM

The variable geometry control system is designed tomaintain satisfactory compressor performance over awide range of operation conditions.

At low speed, the LP compressor supplies a flow of airgreater than the HP compressor can accept.

To establish a more suitable air flow VBV’s are installed



EFFECTIVITY



Page 2Jan 03

The system consists of:

- A Variable Bleed Valve (VBV) system, locateddownstream from the booster.

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

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

To establish a more suitable air flow, VBV s are installed

on the contour of the primary airflow stream, between thebooster and the HPC.

At low speed, they are fully open and reject part ofthe booster discharge air into the secondary airflow,preventing the LPC from stalling.

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

An actuation system changes the orientation of the vanesto provide the correct angle of incidence to the air streamat the blades leading edge, improving HPC stall margins.

TOC


E F G

�



EFFECTIVITY



Page 3Jan 03

CTC-211-085-01

�

�

TOC


E F G



EFFECTIVITY



Page 4Jan 03


TOC


E F G






Page 1Jan 03

VARIABLE BLEED VALVE

TOC


E F G VARIABLE BLEED VALVE

The purpose of the Variable Bleed Valve (VBV) system isto regulate the amount of air discharged from the boosterinto the inlet of the HPC.






Page 2Jan 03

To eliminate the risk of booster stall during low powerconditions, the VBV system by-passes air from theprimary airflow into the secondary.

It is located within the fan frame mid-box structure andconsists of:

- A fuel gear motor.- A stop mechanism.- A master bleed valve.- Eleven variable bleed valves.- Flexible shafts.- A feedback sensor (RVDT).

The ECU calculates the VBV position and the HMUprovides the necessary fuel pressure to drive a fuel gearmotor, through a dedicated servo valve.

TOC


E F G






Page 3Jan 03

VBV SYSTEMCTC-211-086-00

�

�

�

TOC



Fuel gear motor.

The fuel gear motor is secured on the stop mechanismrear flange and it transforms high pressure fuel flow into






Page 4Jan 03

rotary driving power to position the master bleed valve.

A lip seal is installed on the output shaft and a draincollects any internal fuel leaks which could occur.

The fuel flow sent to the gear motor is constantlycontrolled by the ECU, via the HMU.

TOC


E F G






Page 5Jan 03

CTC-211-088-00

�

TOC



Stop mechanism.

The stop mechanism limits the number of revolutionsof the gear motor to the exact number required for a






Page 6Jan 03

complete cycle (opening and closing) of the VBV doors.

This function supplies the reference closed position toinstall and adjust the VBV system.

The stop mechanism is located between the gear motorand the master ball screw actuator.

Its main components are:

- A flexible drive shaft, which connects the gear motorto the master ballscrew actuator.

- A follower nut, which translates along a screw andstops the rotation of the gear motor when it comesinto contact with «dog stops», installed on bothends of the screw.

A location is provided on its aft end for installation of aposition sensor.

TOC


E F G �






Page 7Jan 03

�CTC-211-089-01

�

�

� �

�

�

TOC



Master bleed valve.

The master bleed valve and ballscrew actuator assemblyis the unit which transmits the driving input from the gear






Page 8Jan 03

motor to the 11 remaining variable bleed valves.

It is located between struts 10 and 11 in the fan framemid-box structure.

A lever, integral with a hinged door, is connected to afeedback rod with transmits the angular position of thedoor to a sensor (RVDT).

TOC


E F G

�

�

�






Page 9Jan 03

� � CTC-211-090-00

�

��

�

�

�

�

�

�

�

��

TOC



Variable Bleed valves.

The 11 variable bleed valves are located in the fan framemid-box structure in between the fan frame struts.

Flexible shafts.

The flexible shafts are installed between the variablebleed valves and are unshielded power cores, which have






Page 10Jan 03

They operate in synchronization with the masterballscrew actuator, which provides the input through aflexible drive shaft linkage.

Main drive shaft.

The main drive shaft is a flexible and unshielded powercore which has a hexagonal fitting on one end and asplined end fitting on the other.

A spring is attached to the splined end, to hold theshaft assembly in position during operation, and also helpremoval and installation of the shaft.

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

a hexagonal fitting on one end and a double square fittingon the other.

A spring is attached to the hexagonal end, to hold theshaft assembly in position during operation, and also helpshaft removal and installation.

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

TOC


E F G






Page 11Jan 03

� CTC-211-091-00

�

TOC



Bleed valve position sensor.

The bleed valve position sensor transmits the angularposition of the VBV doors to the ECU through an






Page 12Jan 03

electrical feedback signal.

The sensor is a Rotary Variable Differential Transducer(RVDT), and is mounted onto the stop mechanism.

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

The adjustment is made through the feedback rodconnecting the master bleed valve to the transducer’s

feedback lever.

TOC


E F G

�






Page 13Jan 03

� CTC-211-092-01

� �

�

�

TOC



Using engine parameters, the ECU calculates the VBVposition, according to internal control laws.

An electrical signal is sent to the HMU, which provides the






Page 14Jan 03

fuel pressure necessary to drive the gear motor.

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

The stop mechanism mechanically limits the opening andclosing of the valve.

The master bleed valve drives the 11 variable bleedvalves, through a series of flexible shafts, which ensure

that the VBV’s remain fully synchronized throughout theircomplete stroke.

A feedback rod is attached between the master bleedvalve and the feedback transducer, which transformsthe angular position of the master bleed valve into anelectrical signal for the ECU.

TOC


E F G






Page 15Jan 03

CTC-211-087-00

�

�

TOC


E F G






Page 16Jan 03


TOC


E F G






Page 1Jan 03

VARIABLE STATOR VANE

TOC


E F G VARIABLE STATOR VANE

The Variable Stator Vane (VSV) system positions theHPC stator vanes to the appropriate angle to optimizeHPC efficiency. It also improves the stall margin duringtransient engine operations.

The actuators, located at the 2 and 8 o’clock positionson the HPC case, move four actuation rings (made in 2halves) to change the angular position of the vanes.

T l t i l f db k (LVDT) t t






Page 2Jan 03

The VSV position is calculated by the ECU using variousengine parameters, and the necessary fuel pressure isdelivered by the HMU.

The VSV system is located at the front of the HPcompressor and consists of two actuators and twobellcrank assemblies, on both sides of the HPC case.

The variable stator stages are located inside the HPC

case and consist of:

- Inlet Guide Vanes (IGV).- Variable Stator Vane (VSV) stages1-2-3.

Two electrical feedback sensors (LVDT), one per actuator,transmit the VSV position to the ECU.

The right handside feedback sensor is connected tochannel A and the left handside feedback sensor tochannel B.

TOC


E F G

��

� ��






Page 3Jan 03

�CTC-211-093-00

��

�

�

�

TOC


E F G VARIABLE STATOR VANE

VSV linkage system.

Each VSV actuator is connected through a clevis link anda bellcrank assembly to a master rod.






Page 4Jan 03

The vane actuation rings are linked to the master rod inthe bellcrank assembly, through slave rods.

The actuation ring halves, which are connected at thesplitline of the compressor casing, rotate circumferentiallyabout the horizontal axis of the compressor.

Movement of the rings is transmitted to the individualvanes, through vane actuating levers.

TOC


E F G

�






Page 5Jan 03

CTC-211-054-01

�

�

TOC


E F G






Page 6Jan 03


TOC


E F G



EFFECTIVITY



Page 1Jan 03

TRANSIENT BLEED VALVE

TOC


E F GTRANSIENT BLEED VALVE

The Transient Bleed Valve (TBV) system improves theHPC stall margin during engine starting and rapidacceleration.

Using engine input parameters the ECU logic calculates



EFFECTIVITY



Page 2Jan 03

Using engine input parameters, the ECU logic calculateswhen to open or close the TBV to duct HPC 9th stagebleed air, in order to give optimum stability for transientmode operations.

The 9th stage bleed air is ducted to the LPT stage 1nozzle, providing an efficient start stall margin.

The ECU, working through the HMU, controls the TBVposition.

The TBV system consists of:

- The TBV, located on the HPC case, between the 7and 8 o’clock positions.

- The 9th stage air IN and OUT pipes.

TOC




E F G



EFFECTIVITY



Page 4Jan 03


TOC


E F G



EFFECTIVITY



Page 1Jan 03

HIGH PRESSURE TURBINE CLEARANCE CONTROL

TOC


E F GHIGH PRESSURE TURBINE CLEARANCE CONTROL

The HPTCC system optimizes HPT efficiency throughactive clearance control between the turbine rotor andshroud and reduces compressor load during starting andtransient engine conditions.

Th HPTCC t bl d i f th 4th d 9th

The ECU uses various engine and aircraft sensorinformation to take into account the engine operatingrange and establish a schedule.

To control the temperature of the shroud at the desiredl l th ECU l l t l iti



EFFECTIVITY



Page 2Jan 03

The HPTCC system uses bleed air from the 4th and 9thstages to cool down the HPT shroud support structurein order to:

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

The HPTCC valve is located on the engine core sectionat the 3 o’clock position.

A thermocouple, located on the right hand side of theHPT shroud support structure, provides the ECU withtemperature information.

To control the temperature of the shroud at the desiredlevel, the ECU calculates a valve position.

This valve position is then sent by the ECU to the HMU,which modulates the fuel pressure sent to command theHPTCC valve.

Two sensors (LVDT), connected to the actuator, providethe ECU with position feedback signals and the ECUchanges the valve position until the feedback matches the

schedule demand.

TOC


E F G



EFFECTIVITY



Page 3Jan 03

CTC-211-055-00

�

TOC


E F GHIGH PRESSURE TURBINE CLEARANCE CONTROL

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

Each butterfly valve controls its own dedicatedcompressor stage air pick up



EFFECTIVITY



Page 4Jan 03

Each butterfly valve controls its own dedicatedcompressor stage air pick-up.

The two airflows are mixed downstream of the valve andsent through a thermally insulated manifold to the HPTshroud support, at the 6 and 12 o’clock positions.

The actuator position is sensed by a dual LVDT and sentto both channels of the ECU.

A drain port on the valve directs any fuel leaks towardsthe draining system.

TOC


E F G



EFFECTIVITY



Page 5Jan 03

CTC-211-074-01

�

TOC


E F G



EFFECTIVITY



Page 6Jan 03


TOC


E F G



EFFECTIVITY



Page 1Jan 03

LOW PRESSURE TURBINE CLEARANCE CONTROL

TOC


E F GLOW PRESSURE TURBINE CLEARANCE CONTROL

To ensure the best performance of the LPT at all engineratings, the LPTCC system uses fan discharge air to coolthe LPT case during engine operation, in order to controlthe LPT rotor to stator clearances.

It also protects the turbine case from over-temperature by



EFFECTIVITY



Page 2Jan 03

It also protects the turbine case from over-temperature bymonitoring the EGT.

The LPTCC system is a closed loop system, whichregulates the cooling airflow sent to the LPT case,through a valve and a manifold.

The LPTCC valve is located on the engine core sectionbetween the 4 and 5 o’clock positions.

The LPTCC system consists of:

- An air scoop- The LPTCC valve.- An air distribution manifold.- Six LPT case cooling tubes.

TOC


E F G



EFFECTIVITY



Page 3Jan 03

CTC-211-075-00

�

TOC


E F GLOW PRESSURE TURBINE CLEARANCE CONTROL

The ECU sends an electrical command, proportional to avalve position demand, to the HMU.

The HMU changes the electrical information into fuel

pressure and sends it to the LPTCC valve.



EFFECTIVITY



Page 4Jan 03

Within the LPTCC valve, an actuator drives a butterfly,which is installed in the airflow.

The butterfly valve position determines the amount offan discharge air entering the manifold and cooling tubeassembly.

A dual RVDT sensor, built in the valve, sends the valve

position to the ECU as feedback, to be compared with theposition demand.

If the valve position does not match the demand, the ECUsends an order, through the HMU, to change thevalve state until both terms are equal.

TOC


E F G�

�



EFFECTIVITY



Page 5Jan 03

�CTC-211-076-01

� �

�

�

�

� �

�

TOC


E F G



EFFECTIVITY



Page 6Jan 03


TOC


E F G






Page 1Jan 03

OIL GENERAL

TOC


E F GOIL GENERAL

Sump philosophy.

The engine has 2 sumps; the forward and aft.

The forward sump is located in the cavity provided bythe fan frame and the aft sump is located in the cavity






Page 2Jan 03

p yprovided by the turbine frame.

The sumps are sealed with labyrinth type oil seals, whichmust be pressurized in order to ensure that the oil isretained within the oil circuit and, therefore, minimize oilconsumption.

Pressurization air is extracted from the primary airflow

(booster discharge) and injected between the twolabyrinth seals. The air, looking for the path with the leastresistance, flows across the oil seal, thus preventing oilfrom escaping.

Any oil that might cross the oil seal is collected in a cavitybetween the two seals and routed to drain pipes.

Once inside the oil sump cavity, the pressurization airbecomes vent air and is directed to an air/oil rotating

separator and then, out of the engine through the centervent tube, the rear extension duct and the flame arrestor.

TOC


E F G






Page 3Jan 03

CTC-211-078-00

�

TOC


E F GOIL GENERAL

The purpose of the oil system is to provide lubricationand cooling for gears and bearings located in the enginesumps and gearboxes.

It includes the following major components:






Page 4Jan 03

- An oil tank, located on the left handside of the fancase.

- An antisiphon device, close to the oil tank cover, onthe left hand side of the tank.

- A lubrication unit assembly, installed on theaccessory gearbox.

- A master chip detector, installed on the lubricationunit.

- A main oil/fuel heat exchanger, secured on theengine fuel pump.

TOC


E F G






Page 5Jan 03

TC-211-094-01

�

TOC


E F GOIL GENERAL

The oil system is self contained and may be split intothree different circuits:

Oil supply circuit.

The oil is pumped from the oil tank, through an antisiphon

After passing through the scavenge pumps, the oilcrosses a Master Chip Detector (MCD). This unit providesthe first visual indication of contamination in the oil.

The oil then goes through another scavenge screen to theservo fuel heater and passes into the main oil/fuel heat






Page 6Jan 03

device, by a pressure pump within the lube unit.

The oil then passes through the main filter to bedistributed to the engine sumps and gearboxes.

There is a back-up filter in the lube unit, in case ofclogging of the main filter.

Oil scavenge circuit.

The oil is drawn from the forward and aft sumps, the AGBand the TGB, by individual scavenge pumps, installedwithin the lube unit.

The oil passes through hollow scavenge screens, whichhave threaded inserts inside. The threaded inserts are forthe installation of magnetic rods which serve as metalchip detectors during troubleshooting. These magnetic

rods enable maintenance staff to identify a particularscavenge circuit that may have particles in suspension inthe oil. The rods must be removed after troubleshooting.

exchanger, before returning to the oil tank.

Oil circuit venting.

A venting system links the oil tank, the engine sumpsand gearboxes and its purpose is to vent the air from thescavenge pumps.

A dedicated pipe connects the forward and aft sumps foroil vapor collection and sumps pressure balancing.

TOC


E F G






Page 7Jan 03

CTC-211-095-01

�

TOC


E F G






Page 8Jan 03


TOC


E F G



EFFECTIVITY



Page 1Jan 03

OIL TANK

TOC


E F GOIL TANK

The oil tank stores the engine oil and is installed on thefan case, at the 8 o’clock position, on one upper and twolower mounts with shock absorbers.

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

The tank has a pressure tapping connected to a low oilpressure switch and an oil pressure transmitter, that areused in cockpit indicating. Next to this tapping, there isanother, which is similar, and only used for test cells.

Between running conditions and engine shutdown, the oille el drops d e to the g lping effect



EFFECTIVITY



Page 2Jan 03

The tank is vented through a duct connected to thetransfer gearbox.

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

An electrical transmitter provides the aircraft indicating

system with the oil level, and a sight gauge can beused for visual level checks during ground maintenanceoperations.

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

level drops, due to the gulping effect.

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

To avoid serious injury, the oil filler cap must not beopened until a minimum of 5 minutes has elapsed afterengine shutdown.

Oil tank characteristics:

U.S. QUARTS LITERS

Max gulping effects 8 7.56Min usable oil volume 10 9.46Max oil total capacity 20.7 19.6Total tank volume 24 22.7

TOC


E F G



EFFECTIVITY



Page 3Jan 03

CTC-211-096-00

�

�

TOC


E F G



EFFECTIVITY



Page 4Jan 03


TOC


E F G



EFFECTIVITY



Page 1Jan 03

ANTI-SIPHON

TOC


E F GANTI-SIPHON

The anti-siphon device prevents oil from the oil tank beingsiphoned into the accessory gearbox, during engineshutdown.

Oil from the oil tank flows across the anti-siphon device,through its main orifice



EFFECTIVITY



Page 2Jan 03

through its main orifice.

During engine operation, the downstream oil pressurefrom the supply pump enters the anti-siphon device,through a restrictor.

During engine shutdown, sump air pressure is able toenter the anti-siphon device and inhibit the oil supply flow.

TOC


E F G

�

�



EFFECTIVITY



Page 3Jan 03

� CTC-211-098-01

�

�

�

�

�

�

TOC


E F G



EFFECTIVITY



Page 4Jan 03


TOC


E F G






Page 1Jan 03

LUBRICATION UNIT

TOC


E F GLUBRICATION UNIT

The lubrication unit has two purposes:

- It pressurizes and filters the supply oil for lubricationof the engine bearings and gears.

- It pumps in scavenge oil to return it to the tank.

It is installed on the left hand side of the AGB front face.






Page 2Jan 03

It is installed on the left hand side of the AGB front face.

Externally, the lubrication unit has:

- A suction port (from the oil tank).- Four scavenge ports (aft & fwd sumps, TGB, AGB).- Four scavenge screen plugs.- An oil out port (to master chip detector).

- A main oil supply filter.- A back-up filter.- Pads for the oil temperature sensor and the oil

differential pressure switch.

Internally, it has 5 pumps driven by the AGB, through asingle shaft. The lube unit is lubricated with supply pumpoutlet oil, which flows within the drive shaft.

The AGB mounting pad has no carbon seal and the lube

unit has an O-ring for sealing purposes.

TOC


E F G

�






Page 3Jan 03

LUBRICATION UNIT INTERFACECTC-211-099-00

�

TOC



Supply filters.

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

A sensor, installed in between the upstream and

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

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

The main filter is discardable and secured on the lube unit






Page 4Jan 03

, pdownstream pressures of the supply filter, senses anyrise in differential pressure due to filter clogging.

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

A by-pass valve, installed in parallel with the filter, opens

when the differential pressure across the valve is greaterthan the spring load.

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

cover by a drain plug.

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

TOC


E F G






Page 5Jan 03

CTC-211-100-01

�

�

�

TOC



Oil scavenge.

In the scavenge circuit, the oil/air mixture is pumped fromeach engine sump by a dedicated pump, and passesthrough separate scavenge screens, installed on plugs.

Between the forward sump and AGB screens and their






Page 6Jan 03

respective scavenge pumps, there is a connection with apressure relief valve to allow the oil supply flow to enterthe scavenge circuit, in case of overpressure.

The scavenge pumps downstream oil flows to a commonoutlet, and then to the Master Chip Detector (MCD).

Internal lube unit lubrication is through a built-in systemusing engine oil from the supply circuit.

TOC


E F G






Page 7Jan 03

CTC-211-111-01

�

TOC



Scavenge screen plugs.

The scavenge screen plugs have threaded inserts for theinstallation of magnetic bars which serve as metal chipdetectors during troubleshooting.

These magnetic bars enable maintenance staff to identify






Page 8Jan 03

a particular scavenge circuit that may have particles insuspension in the oil.

Note: The magnetic bars can only be used with the A/Con ground and must be removed after troubleshooting.

TOC


E F G�






Page 9Jan 03

� CTC-211-134-00

�

�

��

�

�

� �

TOC


E F G






Page 10Jan 03


TOC


E F G



EFFECTIVITY



Page 1Jan 03

MASTER CHIP DETECTOR

TOC


E F GMASTER CHIP DETECTOR

The Master Chip Detector (MCD) collects magneticparticles suspended in the oil that flows from the commonoutlet of the four scavenge pumps, by means of twomagnets on a probe immersed in the oil flow.

It is installed on the lubrication unit and is connected toan oil contamination pop-out indicator, through the DPM

i i h



EFFECTIVITY



Page 2Jan 03

wiring harness.

The probe is locked in position through a bayonet system.

When a sufficient amount of particles are caught, the gapbetween the 2 magnets is bridged and the resistancebetween them drops. this electrical signal is then sent to

the contamination pop-out indicator.

The MCD assembly consists of:

- A housing which has two flanges for attachment.- A check valve, built in the housing, that prevents

oil spillage when the probe is removed and alsoprovides a passage for the oil flow, in case of chipdetector disengagement.

- A hand removable probe, which has a back-up seal,

an O-ring seal, and two magnets.- A two-wire, shielded electrical cable and an interface

connector.

TOC


E F G

�



EFFECTIVITY



Page 3Jan 03

MASTER CHIP DETECTORCTC-211-101-00

�

TOC


E F G



EFFECTIVITY



Page 4Jan 03


TOC


E F G



EFFECTIVITY



Page 1Jan 03

MAGNETIC CONTAMINATION INDICATOR

TOC


E F GMAGNETIC CONTAMINATION INDICATOR

The magnetic contamination indicator works inconjunction with the MCD and its purpose is to providemaintenance personnel with a visual indication of oilcircuit contamination.

The indicator is an electro-mechanical device, locatedon the right hand side of the downstream fan case, justabove the oil tank



EFFECTIVITY



Page 2Jan 03

above the oil tank.

When magnetic contamination in the oil occurs, anelectronic circuit in the indicator detects a drop inresistance between the two magnets on the MCD probe.

The electronic circuit then energizes a solenoid which

triggers a red pop-out button, thus providing a visualindication.

After maintenance action, the pop-out button must bemanually reset.

It has 2 electrical connectors:

- One for the wiring harness connected to the MCD.- One for the harness connecting the indicator to the

EIU.

TOC


E F G



EFFECTIVITY



Page 3Jan 03

� CTC-211-102-01

�

TOC


E F G



EFFECTIVITY



Page 4Jan 03


TOC


E F G



EFFECTIVITY



Page 1Jan 03

OIL INDICATING COMPONENTS

TOC


E F GOIL INDICATING COMPONENTS

The purpose of the oil indicating components is to providesystem parameters information to the aircraft systems, forcockpit indication and, if necessary, warning.

The system includes mainly:

- An oil quantity transmitter.- An oil temperature sensor.



EFFECTIVITY



Page 2Jan 03

An oil temperature sensor.- An oil pressure transmitter.- An oil low pressure switch.

TOC


E F G



EFFECTIVITY



Page 3Jan 03

� CTC-211-103-00

�

�

�

�

TOC


E F G



EFFECTIVITY



Page 4Jan 03


TOC


E F G



EFFECTIVITY



Page 1Jan 03

OIL QUANTITY TRANSMITTER

TOC


E F GOIL QUANTITY TRANSMITTER

The oil quantity transmitter provides indication of the oillevel to the cockpit, for oil system monitoring.

The transmitter is installed on the top of the engine oiltank and has an electrical connection to the aircraft EIU.

The lower section of the oil quantity transmitter isenclosed in the tank. Within this section is a device



EFFECTIVITY



Page 2Jan 03

which transforms the oil level into a proportional electricalsignal.

TOC


E F G



EFFECTIVITY



Page 3Jan 03

� �CTC-211-104-00

�

�

�

TOC


E F G



EFFECTIVITY



Page 4Jan 03


TOC


E F G



EFFECTIVITY



Page 1Jan 03

OIL TEMPERATURE SENSOR

TOC


E F GOIL TEMPERATURE SENSOR

The oil temperature sensor transmits the engine oiltemperature to the aircraft indicating system and isinstalled on the engine lubrication unit.

A sensing probe transforms the oil temperature into an

electrical signal, which is routed through a connector tothe aircraft indicating system and cockpit, for display.



EFFECTIVITY



Page 2Jan 03

In case of a problem with the oil temperature sensor,the A/C system is able to use information from the TEOsensor as a backup signal. The opposite is not possible.

The oil temperature sensor has:

- A flange, designed for one-way installation.- A straight connector, providing the electrical interface

between the sensor and the A/C, through anelectrical harness.

TOC


E F G



EFFECTIVITY



Page 3Jan 03

OIL TEMPERATURE SENSORCTC-211-105-00

�

TOC


E F G



EFFECTIVITY



Page 4Jan 03


TOC


E F G



EFFECTIVITY



Page 1Jan 03

OIL PRESSURE TRANSMITTER AND OIL LOW PRESSURE SWITCH

TOC


E F GOIL PRESSURE TRANSMITTER AND OIL LOW

PRESSURE SWITCH

The oil pressure transmitter and oil low pressure switchtransmit information to the aircraft systems for cockpitindication and oil system monitoring.

They are installed on the left handside of the engine fancase, above the oil tank, at about the 9 o’clock position.

They have 2 connecting tubes and 2 electrical



EFFECTIVITY



Page 2Jan 03

They have 2 connecting tubes and 2 electricalconnections:

- One tube to the forward sump oil supply line.- One tube to the vent circuit, through the oil tank.- One connection to the aircraft indicating systems.- One connection to the Flight Warning Computer

(FWC).

TOC


E F G

OIL PRESSURE

TRANSMITTER



EFFECTIVITY



Page 3Jan 03

OIL PRESSURE TRANSMITTER AND LOW PRESSURE SWITCHCTC-211-106-00

OIL LOW PRESSURE

SWITCH

TOC


E F G



EFFECTIVITY



Page 4Jan 03


TOC


E F G






Page 1Jan 03

POWER PLANT DRAINS

TOC


E F GPOWER PLANT DRAINS

Lines are provided on the engine to collect wastefluids and vapours that come from engine systems andaccessories and drain them overboard.

The system consists of a drain collector assembly (not

shown), a drain module and a drain mast.






Page 2Jan 03

TOC


E F G

�

�






Page 3Jan 03

� �CTC-211-107-00

� �

�

TOC


E F GPOWER PLANT DRAINS (CONTINUED)

Drain collector assembly.

The drain collector assembly is attached to the aft side ofthe engine gearbox.

It is composed of 4 drain collectors with manual drainvalves and 2 holding tanks.

The drain collectors enable leakages to be collected






Page 4Jan 03

The drain collectors enable leakages to be collectedseparately from 4 seals:

- Fuel pump.- IDG.- Starter.- Hydraulic pump.

Each collector is identified with the accessory seal pad towhich it is connected.

The manual drain valves are installed at the bottom ofeach collector, enabling the source of leakages to befound during troubleshooting.

The collector retains fluids until it is full, then the overflowgoes to 2 tanks, called the fuel/oil holding tank and the

oil/hydraulic holding tank. The first receives the fuel pumpoverflow and the second receives the IDG, starter andhydraulic pump overflows.

TOC


E F G






Page 5Jan 03

CTC-211-108-00

�

�

TOC


E F GPOWER PLANT DRAINS (CONTINUED)

Drain module.

The drain module is directly attached to the aft side of theengine gearbox and supports the drain mast.

It receives the overflow from the drain collector assembly. A valve pressurizes the holding tanks and enables fluid tobe discharged overboard through the drain mast.






Page 6Jan 03

It also receives fluids that are discharged directlyoverboard through the drain mast:

- The oil tank scupper.- The forward sump.- The fan case.

- The oil/fuel heat exchanger.- The VBV.- The VSV.- The turbine clearance control.- The aft sump.- The 6 o’clock fire shield.- FRV.

TOC


E F G

� �

�

�

�

�






Page 7Jan 03

� � � �CTC-211-109-00

� �

�

�

�

TOC


E F G






Page 8Jan 03


TOC


E F G






Page 1Jan 03

THRUST REVERSER

TOC


E F GTHRUST REVERSER

The Thrust Reverser (T/R) system provides additionalaerodynamic breaking during aircraft landing.

It can only be operated on ground, with the engines atidle speed and the throttle lever in the reverse position.

The fan thrust reverser is part of the exhaust system andis located just downstream of the fan frame. It consists ofblocker doors opening on cockpit order.






Page 2Jan 03

In direct thrust configuration, during flight, the cowlingsmask the blocker doors, thus providing fan flow ducting.

In reverse thrust configuration, after landing, the blockerdoors are deployed in order to obstruct the fan duct. The

fan flow is then rejected laterally with a forward velocity.

TOC


E F G






Page 3Jan 03

�CTC-211-135-00

�

TOC



The Thrust Reverser (T/R) is part of the nacelle and fullycontrolled by the ECU, using information from the cockpitthrottle assembly and A/C computers.

The T/R consists of:

- The hydraulic system.- The C-ducts and blocker doors.- The actuators.

The blocker doors are monitored in the open or closedpositions by a series of deploy and stow switches, whichprovide the ECU with T/R door positioning:

Stow switches.

TRS1 All switches open = 4 doors unstowed.One switch closed = at least one door stowed.






Page 4Jan 03

- Deploy and stow switches.

A test is available through the MCDU menus, tocheck some T/R components. To perform this test, theconditions are:

- Aircraft on ground.- Engine not running.

TRS2. All switches open = 4 doors stowed.One switch closed = at least one door unstowed.

Deploy switches.

Any switch open = at least one door not deployed. All switches closed = all doors deployed.

TOC


E F G






Page 5Jan 03

� CTC-211-110-00

TOC



T/R indicating.

When the thrust reverser is selected, indication isavailable for the crew on the upper ECAM system.

In deploy mode:

- A box with REV appears when reverse is selected.This box is displayed in the N1 dial indication.

Th REV i di ti i di l d i b l






Page 6Jan 03

- The REV indication is displayed in amber colourwhen the throttle is in the reverse range and theblocker doors are not 95% deployed.

- The REV indication is displayed in green colour whenthe doors are fully deployed.

In stow mode:

- The REV indication is still displayed during the stowoperation.

- The REV indication is displayed in amber colourwhen the doors are restowed.

TOC


E F G

�






Page 7Jan 03

�

�

TOC


E F G






Page 8Jan 03


TOC


E F G






Page 1Jan 03

VIBRATION SENSING

TOC


E F G VIBRATION SENSING

Sensing system introduction.

The engine vibration sensing system enables the crew tomonitor engine vibration on the ECAM system, and alsoprovides maintenance staff with the following:

- Vibration indication.- Excess vibration (above advisory levels).- Storage of balancing data.

Bite and MCDU communication with other A/C






Page 2Jan 03

- Bite and MCDU communication with other A/Csystems.

- Accelerometer selection.- Frequency analysis for component vibration search.

TOC


E F G

�

��

�

�

�






Page 3Jan 03

� CTC-211-125-00

�

�

�

�

�

��

��

��

TOC



Engine/aircraft vibration systems.

The engine/aircraft vibration sensing system is made upof the following devices:

- The #1 bearing vibration sensor.- The Turbine Rear Frame (TRF) vibration sensor.

Note :The vibration information produced by these twoaccelerometers is only provided to the EVMU

The CFDS system is accessible through the MCDU’s andis used to:

- Recall and print previous leg events.- Initiate tests.

- Reconfigure engine sensors.

The AIDS system is also accessible through the MCDU’sand is used to perform:






Page 4Jan 03

accelerometers is only provided to the EVMU.

- The Engine Vibration Monitoring Unit (EVMU), whichinterfaces with engine and aircraft systems.

Vibration information is provided to the following:

- The ECAM system, for real time monitoring.- The CFDS (Centralized Fault Display System).- The AIDS (Aircraft Integrated Data System).

- Troubleshooting.- Condition monitoring.

TOC





EVMU description.

The EVMU, which is located in the aircraft electronicbay, receives analog signals from the engine (speed andvibration), and communicates with the other computers

(CFDS, AIDS) through ARINC 429 data busses.

The EVMU performs the following tasks:

- Rotor vibration extraction from the overall vibration






Page 6Jan 03

Rotor vibration extraction from the overall vibrationsignals received.

- Vibration sensor configuration, through the CFDSmenu. The #1 bearing vibration sensor is thedefault sensor.

- Computing of position and amplitude of the

unbalanced signal.- Communication with the CFDS in normal and

maintenance mode.- Communication with the AIDS for vibration

monitoring.- Fan trim balance calculations for the positions and

weights of balancing screws to be installed on theengine rear spinner cone (latest EVMU’s only).

TOC


E F G






Page 7Jan 03

CTC-211-129-00

�

�

�

TOC



EVMU operation.

The normal mode of operation allows the system to:

- Display the vibration information on the ECAM.

- Provide fault information when advisory levels arereached, or exceeded.- Provide flight recordings.

Vibration recordings are made at five different engine






Page 8Jan 03

Vibration recordings are made at five different enginespeeds to provide information for fan trim balanceprocedures and frequency analysis.

They are also transmitted to the AIDS system to beincluded in the printing of all the reports, such as cruise,

or take-off.

TOC


E F G






Page 9Jan 03

CTC-211-130-00

�

�

�

TOC


E F G

Ctc-211 Engine Systems

Documents

Transcript of Ctc-211 Engine Systems