A318/A319/A320/A321 (CFM56) : Power Plant Cfm56-5B

C e nt r e d e f o rm a ti o n d e t y p e a v i on
A318/A319/A320/A321 (CFM56)
POWER PLANT CFM56-5B
ATA 70 (T1) - PART 2/2
DF.ER : N 2X 3 7X 2
EDITION : 03/07
VALID PAR : J.-M. HAIN
Ce document est destin linstruction et ne saurait tre considr comme un document technique de rfrence. Il ne sera pas mis jour.
Reproduction mme partielde la Socit AIR FRANCE.
Socit Air France 2000
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
All rights reserved

No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
SINGLE AISLE TECHNICAL TRAINING MANUAL
POWER PLANT (CFM56-5B)

PART 1
GENERAL
ENGINE CONTROLS
Power Plant Level 2 (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Power Plant Drain Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Power Plant Installation D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Engine Thrust Management (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166

Engine HP Fuel Shut-Off Valve Control (3) . . . . . . . . . . . . . . . . . . . 184
Engine LP Fuel Shut-Off Valve Control (3) . . . . . . . . . . . . . . . . . . . 186
ENGINE
Engine System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
ENGINE INDICATING
FUEL
Engine Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188

Engine Monitoring D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Engine Fuel System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70

Fuel Return Valve D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
EXHAUST - THRUST REVERSER
FADEC
FADEC Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
FADEC Principle (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
ECU Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
EIU Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
ECU Electrical PWR SPLY Control (3) . . . . . . . . . . . . . . . . . . . . . . . 86
IGNITION AND STARTING

Ignition & Starting System Presentation (1) . . . . . . . . . . . . . . . . . . . 88
Ignition & Starting System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Start Failures (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
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PART 2
Thrust Reverser System Presentation (1) . . . . . . . . . . . . . . . . . . . . . 236

Thrust Reverser Management (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 238
Thrust Reverser System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
OIL
Oil System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260
MAINTENANCE PRACTICE
Opening & Closing of Engine Cowl Doors (2) . . . . . . . . . . . . . . . . 264
Thrust Reverser Deactivation & Lockout(2) . . . . . . . . . . . . . . . . . . 288
Manual Operation of T/R Pivoting Door (3) . . . . . . . . . . . . . . . . . . 300
Engine Removal and Installation Overview (3) . . . . . . . . . . . . . . . . 310
AIR
Air System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
MAINTENANCE COURSE - T1 (CFM56-5B/ME)

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

Page 1
ENGINE THRUST MANAGEMENT (3)

BASIC INFORMATION
Some basic information about Engine Thrust Management is shown in
this module.
PREDICTED N1
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The predicted N1 is indicated by a white circle in case of classic

ECAM version and by a blue circle in case of enhanced ECAM
version, on the N1 indicator and corresponds to the value determined
by the Throttle Lever Angle (TLA).

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BASIC INFORMATION - PREDICTED N1

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BASIC INFORMATION (continued)
THRUST LIMIT MODE
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The throttle levers are used as thrust limit mode selectors. Depending
on the throttle lever position, a thrust limit mode is selected and
appears on the upper ECAM display.
If the throttle levers are set between two detent points, the upper detent
will determine the thrust limit mode.
The thrust limit modes are: Climb (CL), Flexible Take Off or
Maximum Continuous Thrust (FLX/MCT), or Take Off Go Around
(TOGA).

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BASIC INFORMATION - THRUST LIMIT MODE

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N1 LIMIT
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For each thrust limit mode selection, an N1 limit is computed

according to the Air Data Reference (ADR) and appears on the upper
ECAM display near the thrust limit mode indication.

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BASIC INFORMATION - N1 LIMIT

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N1 TARGET
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In Autothrust (A/THR) function, the Flight Management and Guidance

System (FMGC) computes an N1 target according to air data and
engine parameters and sends it to the Electronic Control Unit (ECU).

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BASIC INFORMATION - N1 TARGET

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N1 COMMAND
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The N1 command, used to regulate the fuel flow, is the FMGC N1

target when the A/THR function is active.
When the A/THR function is not active, the N1 command is the N1
corresponding to the TLA.

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BASIC INFORMATION - N1 COMMAND

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ACTUAL N1
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The actual N1 is the actual value given by the N1 speed sensor.

This actual N1 is displayed in green on the N1 indicator and this actual
N1 signal is also compared to the N1 command.

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BASIC INFORMATION - ACTUAL N1

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AUTOTHRUST CONTROL MODE
The A/THR function is engaged manually when the A/THR P/B is
selected or automatically at take off power application.
AUTOTHURST ACTIVE
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When engaged, the A/THR function becomes active when the throttle
levers are set to CLimb detent after take off. The N1 command is the
FMGC N1 target.
A/THR function is normally active when the throttle levers are set
between IDLE and CLimb (including CLimb).
The A/THR active range is extended to MCT in the case of single
engine operation.
When the throttle levers are set between two detent points, the N1
command is limited by the throttle lever position.
Note: In Alpha Floor condition the A/THR function becomes active
automatically. The N1 target is TOGA.

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AUTOTHRUST CONTROL MODE - AUTOTHURST ACTIVE

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AUTOTHRUST CONTROL MODE (continued)
AUTOTHRUST NOT ACTIVE
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When engaged, the A/THR function becomes inactive when the

throttle levers are set above CLimb with 2 engines running.
The N1 command corresponds to the TLA. A/THR function is not
active above MCT in case of single engine operation.
The A/THR function is disengaged when the throttle levers are set at
IDLE stop.

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AUTOTHRUST CONTROL MODE - AUTOTHRUST NOT ACTIVE

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MANUAL CONTROL MODE
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Manual mode when A/THR not engaged.

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

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MANUAL CONTROL MODE

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ENGINE HP FUEL SHUT-OFF VALVE CONTROL (3)

GENERAL
The High Pressure (HP) fuel Shut-Off Valve (SOV) can be controlled
from the cockpit through the engine start panel or by the Electronic
Control Unit (ECU) through the Fuel Metering Valve (FMV), during
engine start.
ENGINE MASTER LEVER OPENING COMMAND

During the start sequence the ECU controls the opening of the HP fuel
SOV, through the FMV, when the rotary selector is set to IGNition
START and the MASTER lever is set to ON.
When the FMV is opened, by the ECU, it provides a command pressure
to open the HP fuel SOV.
Opening of the HP fuel SOV is also possible when the rotary selector is
set to CRANK and the MASTER lever is set to ON, to permit a wet
motoring.
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ENGINE MASTER LEVER CLOSURE COMMAND

The closure of the HP fuel SOV is controlled directly from the MASTER
lever when it is set to the OFF position.
When it is set to the OFF position, it energizes the HP fuel Shut-Off
latching solenoid. The MASTER lever command has priority over the
ECU command.
During the start sequence, if a start abort is initiated, the ECU will close
the FMV, which will result in closure of the HP fuel SOV.
MONITORING
The HP fuel SOV is monitored by two microswitches which send signals
to the ECU and then to the Engine Interface Unit (EIU).
In case of disagreement between control and position, an ECAM warning
is triggered and the engine FAULT light comes on.
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GENERAL ... MONITORING

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ENGINE LP FUEL SHUT-OFF VALVE CONTROL (3)

GENERAL
The Low Pressure (LP) fuel Shut-Off Valve (SOV) operation is controlled
from the engine fire panel or from the engine start panel.
ENGINE MASTER CONTROL SWITCH

When the ENGine MASTER control switch is set to OFF, both electrical
motors drive the LP SOV to the closed position.
ENGINE FIRE PUSHBUTTON COMMAND
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When the ENGine FIRE P/B is released out, both electrical motors drive
the LP SOV to the closed position.

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GENERAL ... ENGINE FIRE PUSHBUTTON COMMAND

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ENGINE WARNINGS (3)

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

aural warning sounds.
The failure is shown amber on the upper ECAM display, and the lower
ECAM SD ENGINE page appears.
This warning appears when there is a low N1 rotation speed during engine
start.
This warning is inhibited in flight phases 4, 5, 6, 7, 8, 9, and 10.

ENGINE WARNINGS (3)
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LOW N1
ENGINE WARNINGS (3)
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ENGINE WARNINGS (3)

EGT, N1 OR N2 OVERLIMIT
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In case of Exhaust Gas Temperature (EGT), N1 or N2 over limit warning,

the MASTER CAUTion comes on and the aural warning sounds.
The EGT indication is shown red and the failure message appears amber
on the upper ECAM display.
This warning appears when EGT exceeds 950 degrees Celsius.
The over limit for N1 is 104% and the corresponding message is 'ENG
1 (2) N1 OVER LIMIT".
The over limit for N2 is 105% and the corresponding message is 'ENG
1 (2) N2 OVER LIMIT".
This warning is inhibited in flight phases 4, and 8.

ENGINE WARNINGS (3)
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EGT, N1 OR N2 OVERLIMIT
ENGINE WARNINGS (3)
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ENGINE WARNINGS (3)

THROTTLE LEVER DISAGREE
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In case of throttle lever disagreement warning, the MASTER CAUTion

comes on and the aural warning sounds.
This warning appears when there is a disagreement between both resolvers
of a throttle lever.
This warning is inhibited in flight phases 4, 5, and 8.

ENGINE WARNINGS (3)
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THROTTLE LEVER DISAGREE

ENGINE WARNINGS (3)
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ENGINE WARNINGS (3)

THROTTLE LEVER FAULT
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In case of throttle lever fault warning, the MASTER CAUTion comes

on and the aural warning sounds.
The failure is shown amber on the upper ECAM display.
This warning appears when both resolvers on one throttle lever are lost.
This warning is inhibited in flight phases 4, 5, and 8.

ENGINE WARNINGS (3)
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THROTTLE LEVER FAULT

ENGINE WARNINGS (3)
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ENGINE WARNINGS (3)

OIL LOW PRESSURE
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In case of oil low pressure warning, the MASTER WARNing flashes

and the aural warning sounds.
The failure is shown red on the upper ECAM display, and the lower
This warning appears when the oil pressure is lower than 13 PSI.
This warning is inhibited in flight phases 1 and 10.

ENGINE WARNINGS (3)
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OIL LOW PRESSURE

ENGINE WARNINGS (3)
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ENGINE WARNINGS (3)

OIL HIGH TEMPERATURE
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In case of oil high temperature warning, the MASTER CAUTion comes

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

ENGINE WARNINGS (3)
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OIL HIGH TEMPERATURE

ENGINE WARNINGS (3)
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ENGINE WARNINGS (3)

OIL FILTER CLOG
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In case of oil filter clog warning, the failure is shown amber on the ECAM
displays.
This warning appears when the pressure loss across the main supply oil
filter is excessive (differential pressure greater than 25.5 PSI).

ENGINE WARNINGS (3)
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OIL FILTER CLOG

ENGINE WARNINGS (3)
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ENGINE WARNINGS (3)

FUEL FILTER CLOG
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In case of fuel filter clog warning, the failure is shown amber on the
ECAM displays.
This warning appears when the pressure loss across the fuel filter is
excessive (differential pressure greater than 11.5 PSI).

ENGINE WARNINGS (3)
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FUEL FILTER CLOG

ENGINE WARNINGS (3)
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FUEL FILTER CLOG

ENGINE WARNINGS (3)
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ENGINE WARNINGS (3)
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ENGINE MONITORING D/O (3)

INTRODUCTION
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The engine monitoring is carried out by means of the Electronic Control

Unit (ECU) and the vibration monitoring system with a display on the
ECAM.
The ECU receives engine inlet condition data from the Air Data/Inertial
Reference System (ADIRS), operational commands from the Engine
Interface Unit (EIU), and monitoring parameters from the various
dedicated engine sensors.

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INTRODUCTION
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PRIMARY PARAMETERS
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The engine primary monitoring parameters displayed on the ECAM EWD

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

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PRIMARY PARAMETERS
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PRIMARY PARAMETERS (continued)
ROTATIONAL SPEED PARAMETERS DESCRIPTION
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The N1 speed sensor is installed in the fan frame strut No.6 at the
5:00 o'clock position. It senses the LP rotor assembly rotational speed
and transmits the corresponding signals to the Engine Vibration
Monitoring Unit (EVMU) and the ECU. The N1 rotational speed
indication is shown in the ECAM EWD by a needle and a N1 digital
indication display.
The N2 speed sensor is installed at 6:30 o'clock on the Accessory
Gearbox (AGB) rear face. The N2 speed sensor detects the rotational
speed of the HP rotor assembly and transmits the signal to the EVMU
and the ECU. The N2 rotational speed is indicated in the ECAM EWD.

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PRIMARY PARAMETERS - ROTATIONAL SPEED PARAMETERS DESCRIPTION

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LPT SECTION PARAMETERS DESCRIPTION
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The engine EGT is sensed and averaged by 9 thermocouple probes

located in the T49.5 plane of Low Pressure Turbine (LPT) stage-2
nozzle assembly. The actual engine EGT is displayed in the ECAM
EWD by a needle and an EGT digital indication.

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PRIMARY PARAMETERS - LPT SECTION PARAMETERS DESCRIPTION

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FUEL FLOW PARAMETER DESCRIPTION
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The FF transmitter (XMTR) is mounted at 4 o'clock on the engine

next to the AGB and does not require an electrical power input. The
maximum flow across this XMTR is 6360 kg/hr (14000 lb/hr). The
FF is shown in the ECAM EWD by a FF digital indication.

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PRIMARY PARAMETERS - FUEL FLOW PARAMETER DESCRIPTION

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SECONDARY PARAMETERS
The engine secondary monitoring parameters are displayed on the ECAM
lower SD when it is selected manually or automatically.
The engine secondary parameters that appear permanently in the ECAM
ENGINE page are:
- fuel used indication,
- oil quantity indication,
- oil pressure indication,
- oil temperature indication,
- ignition indication,
- start valve position indication,
- engine bleed pressure,
- vibration indication.
The engine secondary parameters non permanently displayed on the SD
are:
- oil filter clog indication,
- fuel filter clog indication,
- nacelle temperature indication.
On the enhanced system, the same information is provided with a different
display presentation.
Fuel used, oil quantity and vibration indications are also displayed on
the ECAM CRUISE page.

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SECONDARY PARAMETERS (continued)
OIL PARAMETERS DESCRIPTION
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The oil quantity XMTR is located in the oil tank. It is displayed on

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

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SECONDARY PARAMETERS - OIL PARAMETERS DESCRIPTION

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SECONDARY PARAMETERS - OIL PARAMETERS DESCRIPTION

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VIBRATION PARAMETERS DESCRIPTION
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The No. 1 bearing sensor is formed by an accelerometer located at

9:00 o'clock position on No. 1 and No .2 bearing support and a sensor
cable that is routed through the fan frame. The No. 1 bearing vibration
sensor permanently monitors the vibrations from No. 1 bearing and
the vibrations from LPT and High Pressure Turbine (HPT) shafts. It's
also used to the fan trim balance procedure.
The Turbine Rear Frame (TRF) vibration sensor is installed at 12
o'clock on the front flange of the TRF. The TRF vibration sensor is
used as back-up of N1 bearing accelerometer to monitor and, if
necessary, reduce the engine vibration level using the trim balance
procedure.
The aircraft EVMU uses the vibration and the rotational speed signals
to extract all the vibration signals and compute the position and the
amplitude of the unbalanced signals.
As normal vibration is depending on rotor speed, for each speed, the
EVMU processes the ratio actual value/maxi value. This ratio is
multiplied by 10 and is available on the EVMU output for display on
ECAM SD.

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SECONDARY PARAMETERS - VIBRATION PARAMETERS DESCRIPTION

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FUEL PARAMETERS DESCRIPTION
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The fuel used value computed by the Full Authority Digital Engine
Control (FADEC) is displayed in green on the ECAM SD.
A CLOG message appears in amber, associated with an ECAM
message only when the differential pressure across the fuel filter is
excessive.

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SECONDARY PARAMETERS - FUEL PARAMETERS DESCRIPTION

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NACELLE TEMPERATURE INDICATION
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The nacelle temperature is monitored by a temperature probe installed

in the ventilated core compartment.
The nacelle temperature sensor can provide indication to the ECAM
SD.

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SECONDARY PARAMETERS - NACELLE TEMPERATURE INDICATION

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OPTIONAL PARAMETERS
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The T5 sensor is an optional monitoring sensor that meters the turbine

exhaust temperature.
The P25 optional sensor measures the air pressure downstream of the
booster or the High Pressure Compressor (HPC) inlet.
PS13 is an optional sensor.

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OPTIONAL PARAMETERS
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COMBUSTION AND HPT SECTION PARAMETERS
DESCRIPTION
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Tcase sensor is located between the combustion chambers and the HPT.
The T3 sensor measures the compressor discharge temperature.
The PS3 sensor meters the compressor discharge pressure.

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COMBUSTION AND HPT SECTION PARAMETERS DESCRIPTION

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COMPRESSOR SECTION PARAMETERS DESCRIPTION
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The T12 sensor is made to measure the engine intake air temperature. It
is installed on the engine fan inlet case at the 1:00 o'clock position.
The PS12 sensor measures the static pressure from the fan inlet.
The T25 sensor is located at 4:30 o'clock upstream of Variable Bleed
Valve (VBV) in the fan frame. The sensor measures the air temperature
downstream of the booster or HPC inlet.

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COMPRESSOR SECTION PARAMETERS DESCRIPTION

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THRUST REVERSER SYSTEM PRESENTATION (1)

REVERSER DESIGN
The thrust reverser system is of the aerodynamic blockage type.
It consists of 4 pivoting blocker doors which stop and redirect fan
discharge airflow.
Two doors are installed on each "C" duct.
Thrust reverser operation is possible on ground only.
HYDRAULIC SUPPLY
The thrust reverser system is hydraulically supplied by the corresponding
hydraulic pump on the engine.
The thrust reverser is isolated from the hydraulic supply by a Shut Off
Valve.
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ACTUATION
Each door is operated by a hydraulic actuator.
The actuators receive fluid from the Hydraulic Control Unit (HCU) which
is controlled by the Electronic Control Unit (ECU).
Two independent latch mechanisms maintain each pivoting blocker door
in the stowed position, one inside the actuator and the second with the
door latch.
The door latches are hydraulically released in series at the beginning of
the deploy sequence.
REVERSER CONTROL
Basically the thrust reverser system is controlled through the ECU from
the two reverser latching levers located on the throttle control levers.
The HCU has a pressurizing valve and a directional valve to select deploy
or stow mode.
The directional valve is operated to deploy only.

For third defence line purposes, the Spoiler Elevator Computers (SECs)
have previously opened the Shut Off Valve and the hydraulic pressure
is supplied to the HCU.
Then, the Engine Interface Unit (EIU) permits reverser deployment by
energization of the inhibition relay, so the directional valve can be opened
by the ECU.
To command the thrust reverser, the ECU needs an "A/C on ground"
signal supplied by the Landing Gear Control and Interface Units
(LGCIUs).
REVERSER INDICATING
The actual state of the thrust reverser is shown on the ECAM warning
display (REVerser indication in the middle of N1 dial).
The signals come from the stow and deploy position switches.
Reverse thrust is allowed when reversers are deployed.
MAINTENANCE PRACTICE
To help trouble shooting, a reverser test can be performed through the
MCDU.
For maintenance purposes or to increase A/C dispatch, the HCU is fitted
with a deactivation lever to deactivate the thrust reverser system.
For the lock-out procedure, four lock-out bolts should also be installed.
WARNING: The thrust reverser system should be deactivated using the
HCU lever, before working on the system or on the engine.
If not, the thrust reverser can accidentally operate and cause
serious injuries to personnel and/or damage to the reverser.
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REVERSER DESIGN ... MAINTENANCE PRACTICE

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THRUST REVERSER MANAGEMENT (3)

GENERAL
The thrust reverser system is controlled independently for each engine
by the associated Full Authority Digital Engine Control (FADEC) system.
THRUST REVERSER ACTUATION

The hydraulic power required for the actuators is supplied by the normal
A/C hydraulic system:
- green system for engine 1,
- yellow system for engine 2.
A Shut Off Valve (SOV) located upstream of the Hydraulic Control Unit
(HCU) provides an independently controlled locking system.
Each channel of the Electronic Control Unit (ECU) controls and monitors
solenoid valves in the HCU. The HCU provides hydraulic pressure for
unlocking, deploying, stowing and locking of the actuators and latches
of the pivoting doors.
The HCU includes a pressurizing valve, a pressure switch and a directional
valve which is controlled through the inhibition relay.
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THRUST REVERSER CONTROL
- When the A/C is on ground with engines running (N2 condition) and
the resolvers detect a TLA < -4.3, the ECU controls the thrust reverser
operation through the HCU.
The stow and deploy switches are used to monitor the pivoting door
position and for ECU control.
THRUST REVERSER INDICATION

The thrust reverser operating sequences are displayed in the cockpit on
the EWD.
An amber REV indication appears on the N1 indicator when the doors
are in transit. It becomes green when the doors are deployed.
CFDS INTERFACE
The Centralized Fault Display System (CFDS) interfaces with the EIU
to provide thrust reverser fault diagnostics.
For maintenance purposes, a thrust reverser test can be performed through
the MCDU menus.
During this test, the Centralized Fault Display and Interface Unit (CFDIU)
simulates engine running (N2 condition) to permit the thrust reverser
deployment.
When the reverse thrust is selected in the cockpit, the following sequence
occurs:
- When the potentiometers detect a Throttle Lever Angle (TLA) lower
than -3, the SOV opens if the altitude is less than 6 feet and if high
forward thrust is not selected on the opposite engine. Then the HCU is
supplied hydraulically.
The SOV is controlled open by the Spoiler Elevator Computers (SECs)
through the static and power relays.
- When the switch of the throttle control unit detects a TLA < -3.8, the
Engine Interface Unit (EIU) energizes the inhibition relay.

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GENERAL ... CFDS INTERFACE

May 10, 2006

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THRUST REVERSER SYSTEM D/O (3)

GENERAL
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The thrust reverser system is hydraulically actuated by the corresponding

hydraulic pump on the engine (yellow system for ENG 2, green system
for ENG 1) via an isolation Shut Off Valve (SOV).
The Hydraulic Control Unit (HCU) includes:
- a pressurizing solenoid valve with a mechanical inhibition system,
- a directional solenoid valve,
- a pressure switch,
- a flow limiter,
- a filter and clogging indicator,
- a bleed valve.

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GENERAL
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DEPLOY SEQUENCE - SELECTION AND SYSTEM
PRESSURIZING
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When the reverse thrust is selected in the cockpit, the SOV is

independently open following the third defense line logic then, the
Electronic Control Unit (ECU) energizes the solenoid of the pressurizing
valve.
The High Pressure (HP) is routed to the hydraulic actuator rods and the
pressure detector indicates to the ECU that the system is pressurized.

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DEPLOY SEQUENCE - SELECTION AND SYSTEM PRESSURIZING

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Page 243

DEPLOY SEQUENCE - LATCHES UNLOCKING AND
ACTUATORS SUPPLYING
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Then the ECU also energizes the solenoid of the directional valve.
Therefore, the four latches, mounted in line, are hydraulically unlocked.
When the last latch is open the pressure return drives the directional
valve.
Then the directional valve supplies the head chamber of the actuators.
The pressures in the rod and head chambers are equal but the difference
in surface between the head side and the rod side enables the movement
of the actuators.

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DEPLOY SEQUENCE - LATCHES UNLOCKING AND ACTUATORS SUPPLYING

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DEPLOY SEQUENCE - AMBER REVERSER INDICATION
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As soon as one pivoting door is at more than 1 % of its angular travel,

its stow switch sends a signal to the ECU.
The amber reverser indication is displayed on the ECAM during the
transit.

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DEPLOY SEQUENCE - AMBER REVERSER INDICATION

May 10, 2006

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DEPLOY SEQUENCE - GREEN REVERSER INDICATION
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When each pivoting door overshoots 95 % of its travel, the deploy

switches are closed and the ECU receives the "deployed doors"
information.
On the ECAM, the REV indication changes to green.

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DEPLOY SEQUENCE - GREEN REVERSER INDICATION

May 10, 2006

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DEPLOY SEQUENCE - DOOR DEPLOYED
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The ECU de-energizes the pressurizing valve solenoid.

The pivoting doors are aerodynamically maintained at 100 % of their
travel.

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DEPLOY SEQUENCE - DOOR DEPLOYED

May 10, 2006

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STOW SEQUENCE - SELECTION
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When stowing of pivoting doors is selected, the ECU ensures that stowing
conditions are achieved.
In this case the pressurizing valve solenoid is energized and the directional
valve solenoid is de-energized.

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STOW SEQUENCE - SELECTION

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STOW SEQUENCE - AMBER REVERSER INDICATION
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When one door is at less than 95 % of its travel, the REV indication
changes to amber.

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STOW SEQUENCE - AMBER REVERSER INDICATION

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STOW SEQUENCE - DOOR STOWED INFORMATION
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When all pivoting doors are at less than one percent of their stowed
position, they actuate stow switches which sends the stowed door
information to the ECU.
The REV indication disappears.

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STOW SEQUENCE - DOOR STOWED INFORMATION

May 10, 2006

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STOW SEQUENCE - ELECTRICAL SUPPLY CUT OFF
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When the four pivoting doors are stowed, the ECU removes the
pressurizing valve solenoid electrical supply, then the SOV is
independently closed following the third defense line logic.

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STOW SEQUENCE - ELECTRICAL SUPPLY CUT OFF

May 10, 2006

Page 259
OIL SYSTEM D/O (3)

GENERAL
OIL SCAVENGE
The engine oil system includes:

- a supply circuit,
- a scavenge circuit,
- a vent circuit.
It lubricates and cools the bearings of the forward and aft sumps. It also
lubricates and cools bearings and gears in the transfer and accessory
gearboxes.
The oil system is a "dry sump" full flow system.
A single pressure pump and four scavenge pumps of gerotor type are
located in a single lubrication unit.
The major components of the oil system are the oil tank, the lubrication
unit, the servo fuel heater and the main oil/fuel heat exchanger.
Indicating and monitoring are supplied by the detectors and sensors shown
on the schematic.
The scavenge oil from the forward, aft sumps, and the transfer and
accessory gearboxes is sucked by four scavenge pumps.
Each pump is protected by a strainer.
The scavenge oil then flows through a master chip detector, then is cooled
through the servo fuel heater and the main oil/fuel heat exchanger before
returning to the oil tank.
For ground inspection, the master chip detector, which is of an electrical
type, has a visual indicator (pop-out) operated in case of metal particles
contamination.
For trouble-shooting, a maintenance kit of 4 chip detectors may be
installed on the lower part of the lubrication unit.
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OIL SUPPLY
The oil from the tank flows through the supply pump and the main filter,
or through the back up filter in case of main filter clogging.
It then flows to the forward and aft sumps, and to the accessory and
transfer gearboxes.
The supply pump pressure is not controlled, but the oil output flow is,
by design, always greater than the lubrication requirements.
A pressure relief valve bypasses part of the output flow to protect the
supply pump against abnormal output pressure build-up.
If the main filter becomes clogged, a clog switch sends a signal to the
ECAM, a bypass valve opens and the oil flows through the backup filter.
The anti-siphon device prevents oil from draining by gravity from the
tank through the pump into the gearbox after engine shutdown. It uses
air from the forward sump.

OIL VENT
The venting system is in charge of connecting sumps for oil vapor
collection and sumps pressure balance.
The air mixed with the scavenge oil is separated in the tank by a de-aerator
and vented to the forward sump through the transfer gearbox and radial
drive shaft.
The sumps are connected together by a center vent tube that vents to the
outside air by the engine exhaust plug through a flame arrestor.
OIL SYSTEM D/O (3)
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GENERAL ... OIL VENT

OIL SYSTEM D/O (3)
May 10, 2006

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OIL SYSTEM D/O (3)

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

OIL SYSTEM D/O (3)
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APPROVED OILS
OIL SYSTEM D/O (3)
May 10, 2006

Page 263
OPENING & CLOSING OF ENGINE COWL DOORS (2)

INITIAL PRECAUTIONS
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Opening and closing of the engine cowl doors.

Before working on the engine, initial precautions have to be taken in the
cockpit.
On panel 115 VU, put a warning notice stating not to start the engine.
Make sure that the engine has been shut down for at least 5 minutes and
that the corresponding master lever is in the OFF position.
On panel 50 VU make sure that the ON legend of the engine FADEC
ground power P/BSW is off and install a warning notice.
Then make certain that the slats are retracted and install a warning notice
prohibiting use of the slats. If they are extended, retract them.

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INITIAL PRECAUTIONS
May 11, 2006

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OPENING OF THE ENGINE FAN COWL DOORS
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The fan cowl and the thrust reverser cowl doors can be opened for
maintenance and inspection.
Opening of the fan cowl door.
CAUTION: Caution: Do not attempt to open the fan cowl door if the
wind speed is more than 65 knots or when the engine is
running.
First unlock the 3 latches on the engine centerline.
For each latch, push the latch snap to release the handle.
Pull the latch handle until the latch hook releases from its keeper.
Manually elevate and support the door at the lower edge.
Two hold-open rods are located inside the fan cowl door.
Release the hold-open rods from their brackets and connect them to their
supports on the fan case.
The two hold-open rods must be unlocked to open the fan cowl door.
Open the fan cowl door sufficiently to extend the hold-open rods.
Manually check the correct engagement of the hold-open rods.
Open the second fan cowl door. The other fan cowl door is opened in the
same way.
Each time check that the locking devices are properly engaged on the
hold-open rods.
With the fan cowl door opened, the accessories mounted on the fan case
and on the accessory gearbox are accessible.
There are two opening positions, one at 40 degrees for routine
maintenance, and the second at 55 degrees for increased access.

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OPENING OF THE ENGINE FAN COWL DOORS

May 11, 2006

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OPENING OF THE ENGINE THRUST REVERSER COWL
DOORS
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Opening of the thrust reverser doors.

CAUTION: Caution: do not attempt to open the thrust reverser door if
the wind speed is more than 40 knots.
First, deactive the thrust reverser system. Push and hold the hydraulic
control unit lever to the forward frame and then install the safety pin. On
the engine centerline, release the four latches.
Push the snap to free the latch handle. Then pull down on the latch handle
to disengage the latch hook from its attachment point.
Before connecting the hydraulic hand pump, read the instructions written
on the red plate located beside the quick disconnect of each thrust reverser
half.
Remove the dust cover from the quick disconnect and connect the hand
pump. Make sure that the quick disconnect tube is correctly connected.
Operate the hand pump to pressurize the opening actuator until the
reverser half reaches the fully open 45 degrees position.
When the door is open, unstow the hold-open rod from the fan case, then
attach and secure it to each bracket on the thrust reverser door.
Unload the hydraulic pump and disconnect it from the hydraulic manifold.
Replace the cap on the quick disconnect.
The hand pump is used to open the other thrust reverser door.
Once all doors are opened the engine accessories mounted on the fan
case and engine cowl are accessible.

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OPENING OF THE ENGINE THRUST REVERSER COWL DOORS

May 11, 2006

Page 269

CLOSING OF THE ENGINE THRUST REVERSER COWL
DOORS
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The cowl closing sequence is exactly opposite to the opening sequence.

Make sure that the working area is clean and clear of tools and other
items.
The thrust reverser doors are closed first.
To close the thrust reverser door, pressurize the hydraulic opening actuator
to release the load from the hold-open rod.
Disengage the hold-open rod from its bracket, stow and secure it to its
attachment support on the fan case.
Slowly open the hand pump relief valve.
The actual rate of door closing should be control by the hand pump.
However, as a safety device, the actuator has a metering valve which
ensures a minimum door closing time.
When the door is fully closed, disconnect the hand pump from the
hydraulic manifold, and replace the cap on the quick disconnect.
Complete door closing by securing the latches. Engage and lock the four
tension latches.
Remove the inhibition pin from the hydraulic control unit lever, to put
the thrust reverser system back to the operational condition.

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CLOSING OF THE ENGINE THRUST REVERSER COWL DOORS

May 11, 2006

Page 271

CLOSING OF THE ENGINE FAN COWL DOORS
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Now, close the fan cowl doors.

Remove the aft and the forward hold-open rods from the retention brackets
on the fan case and stow them on the fan cowl door.
The door can now be closed.
Make sure that the hooks are released from the latch handles.
Push the doors together and engage latch hooks with their keepers. First
close the front latch then the center, and then the rear one.
To finish this operation, check that the fan cowl doors are flush with the
thrust reverser door and the inlet cowl.
Finally, in the cockpit, remove the warning notices from panels 50 VU,
115 VU, and the slats control lever.

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CLOSING OF THE ENGINE FAN COWL DOORS

May 11, 2006

Page 273

FAN COWL LATCHES
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The fan cowl door is latched by three adjustable tension latches.

Each latch assembly consists of a snap, a handle and a hook.

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FAN COWL LATCHES

May 11, 2006

Page 275

FAN COWL HOLD OPEN RODS
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Two hold open rods, stored on the fan cowl doors, are extended then
attached to the fan case to hold the doors.

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FAN COWL HOLD OPEN RODS

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Page 277

THRUST REVERSER COWL LATCHES
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Four adjustable tension latches are provided on the thrust reverser cowling
assembly.
Each latch is unlocked by pushing a snap on its handle to disengage the
corresponding hook from its bracket.

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THRUST REVERSER COWL LATCHES

May 11, 2006

Page 279

INSTRUCTION PLATE
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Beside each quick disconnect for the hand pump, an instruction plate is
installed to warn against extension of slats during thrust reverser cowl
door opening.

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INSTRUCTION PLATE
May 11, 2006

Page 281

THRUST REVERSER COWL QUICK DISCONNECT
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Each thrust reverser cowl door is fitted with a quick disconnect to connect
a hand pump.

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THRUST REVERSER COWL QUICK DISCONNECT

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THRUST REVERSER COWL OPENING ACTUATOR
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To open each thrust reverser cowl door, an actuator is extended by

hydraulic pressure from the hand pump.

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THRUST REVERSER COWL OPENING ACTUATOR

May 11, 2006

Page 285

THRUST REVERSER COWL HOLD OPEN ROD
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Only one hold open rod keeps each thrust reverser cowl door in the open
position.
The hold open rod is stored on the fan case then extended and attached
to the thrust reverser cowl door.

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THRUST REVERSER COWL HOLD OPEN ROD

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THRUST REVERSER DEACTIVATION & LOCKOUT(2)
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THRUST REVERSER DEACTIVATION AND LOCKOUT

This procedure is accomplished when a fault occurs on the thrust reverser
system which can not be repaired for the next flight.
De-activation and lockout devices are therefore provided to secure the
pivoting doors in the stowed position when an A/C has to be dispatched
with an inoperative thrust reverser.
In the cockpit first put a warning notice on the engine panel 115VU to
prevent engine start.
Make sure that the engine has been shutdown for at least 5 minutes and
that the corresponding MASTER control switch is set to the OFF position.
On the engine maintenance panel 50VU make sure that the ON legend
of the ENG FADEC GND PWR 1 (2) P/BSW is off and install a warning
notice.
Open the fan cowl doors.
On the right hand side install the access platform in position to get access
to the Hydraulic Control Unit (HCU) located on the upper part of the
thrust reverser door.
Deactivate the thrust reverser system as follows:
Move the HCU deactivation lever to the INHIBIT position.
Remove the safety pin from its storage support and install it to hold the
deactivation lever in the INHIBIT position.
Disconnect the connectors of the pressurizing valve and directional valve.
Install blanking caps on the electrical connectors and secure them.
For lockout operation:
On the lower forward face of the right thrust reverser half, lockout bolts
will be removed from the storage bracket.
On each pivoting door remove the lockout fairing and its screw.
Then remove the red lock plates and the lockout bolts.
Now install in each pivoting door a lockout bolt and tighten it to attach
the door to the frame structure of the thrust reverser cowl door.
Cover and secure each lockout bolt with a red lock plate and its retaining
bolt.
Replace the lockout fairings and the screws on the storage bracket instead
of the red lock plates and the lockout bolts.
Close the fan cowl doors and make sure that the working area is clean
and clear of tools and other items.
When all the lock plates are installed they indicate that the four pivoting
doors and the thrust reverser are locked out.
Finally, in the cockpit remove the warning notices from panels 50VU
and 115VU.
Install a warning notice indicating that the corresponding reverser is
inoperative and note it in the logbook.
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THRUST REVERSER DEACTIVATION AND LOCKOUT

May 11, 2006

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THRUST REVERSER DEACTIVATION LEVER
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To deactivate the thrust reverser system, the safety pin is installed to hold
the deactivation lever in the inhibition position.

May 11, 2006

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May 11, 2006

Page 291

HYDRAULIC CONTROL UNIT (HCU) CONNECTIONS
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For safety reasons the solenoid valve connections of the HCU are
disconnected.

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HYDRAULIC CONTROL UNIT (HCU) CONNECTIONS

May 11, 2006

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THRUST REVERSER LOCKOUT BOLTS STORAGE
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To lockout the pivoting doors, special lockout bolts and red lock plates
are stored on a storage bracket located on the lower forward face of the
right thrust reverser cowl door.

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THRUST REVERSER LOCKOUT BOLTS STORAGE

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THRUST REVERSER LOCKOUT FAIRING
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On each pivoting door a lockout fairing is removed to install lockout

bolts in the lockout position.

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THRUST REVERSER LOCKOUT FAIRING

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THRUST REVERSER LOCKOUT BOLTS INSTALLATION
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The lockout bolts are installed and secured by lock plates to attach the
pivoting doors to the structure of the thrust reverser cowl doors.
The lockout fairing plates and screws are stored on the storage bracket
instead of the lockout bolts and red lock plates.

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THRUST REVERSER LOCKOUT BOLTS INSTALLATION

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MANUAL OPERATION OF T/R PIVOTING DOOR (3)
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MANUAL OPERATION OF A THRUST REVERSER

PIVOTING DOOR
Before the manual deployment of the pivoting door some precautions
have to be taken in the cockpit.
First, on the engine panel, 115VU, put a warning notice stating not to
start the engine.
Make sure that the engine has been shutdown for at least 5 minutes and
that the corresponding MASTER control switch is in the OFF position.
On the maintenance panel, 50VU, make sure that the ON legend of the
ENG FADEC GND PWR 1(2) P/BSW is off and place a warning notice.
Open the fan cowl doors.
On the right hand side put the access platform in position to get access
to the Hydraulic Control Unit (HCU).
Move the HCU de-activation lever to de-activate the thrust reverser
system and install the safety pin to hold the lever in the INHIBIT position.
Let's now see the manual deployment of the pivoting door. On the
corresponding hydraulic latch turn the manual unlocking knob to the
unlock position.
Pull on the door to make sure it doesn't open. If the door opens change
the actuator.
Turn the manual unlocking square on the corresponding actuator to the
unlock position.
When the hydraulic latch and actuator have been released open the
pivoting door.
When the door has been deployed install a safety sleeve on the hydraulic
actuator rod.
Once the door is opened and secured, maintenance tasks are allowed.
Let's now see the manual stowing of the pivoting door.
Make sure that the A/C is in the same configuration as for the deployment
task.
Do not forget to remove the safety sleeve from the pivoting door actuator
to allow door closing.
Manually close the door. Push the door until the hook of the hydraulic
latch mechanically engages to lock the door. Now the hydraulic latch
and actuator are mechanically locked.
You can now move the HCU de-activation lever to the OPERATIONAL
position.
Once the system is pressurized make sure that the work area is clean and
clear of tools and other items.
Remove the access platform and then close the fan cowl doors.
Finally, in the cockpit remove the warning notices from panel 50VU and
panel 115VU. This completes the sequence.
May 11, 2006

Page 300
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MANUAL OPERATION OF A THRUST REVERSER PIVOTING DOOR

May 11, 2006

Page 301

U3T06191 - U13T1M0 - UM70Y4CFM000001
For safety reasons the thrust reverser system must be deactivated using
the HCU de-activation lever before manual operation.
Use a safety pin with a streamer to indicate the reverser as unserviceable.

May 11, 2006

Page 302
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May 11, 2006

Page 303

HYDRAULIC LATCH MANUAL UNLOCKING
U3T06191 - U13T1M0 - UM70Y4CFM000001
On each hydraulic latch, a manual unlocking knob is provided to manually

release the hook from its pivoting door.
Use a conventional open-ended 5/16 inch wrench.

May 11, 2006

Page 304
U3T06191 - U13T1M0 - UM70Y4CFM000001
HYDRAULIC LATCH MANUAL UNLOCKING

May 11, 2006

Page 305

HYDRAULIC ACTUATOR MANUAL UNLOCKING
SQUARE
U3T06191 - U13T1M0 - UM70Y4CFM000001
To open a pivoting door, a manual unlocking square is fitted on each

hydraulic actuator to release the actuator claw device.
Use a conventional open-ended 3/8 inch wrench.

May 11, 2006

Page 306
U3T06191 - U13T1M0 - UM70Y4CFM000001
HYDRAULIC ACTUATOR MANUAL UNLOCKING SQUARE

May 11, 2006

Page 307

SAFETY SLEEVE INSTALLATION
U3T06191 - U13T1M0 - UM70Y4CFM000001
When the pivoting door is open, a safety sleeve must be installed to secure
it in the open position.
During the manual closing sequence, the latch and actuator are
mechanically locked.

May 11, 2006

Page 308
U3T06191 - U13T1M0 - UM70Y4CFM000001
SAFETY SLEEVE INSTALLATION

May 11, 2006

Page 309
ENGINE REMOVAL AND INSTALLATION OVERVIEW (3)

PRECAUTIONS
U3T06191 - U13T1M0 - UM70Y5CFM000001
Make sure that you have the correct fire fighting equipment available
before you start any task on the fuel system.
Make sure that the landing gear safety-locks and the wheel chocks are
in position.
Put the safety devices and the warning notices in position before you start
any task on or near:
- the flight controls,
- the flight control surfaces,
- the landing gear and the associated doors,
- or any component that moves.
Make sure that all the circuits in maintenance are isolated before you
supply electrical power to the aircraft.
Make sure that the ENG MASTER control switch is OFF, slats are
retracted and the appropriate circuit breakers are open.
Note that before removing the engine, the electrical, fuel, hydraulic and
pneumatic connections must be disconnected from the pylon interface
panel and ducts.

May 10, 2006

Page 310
U3T06191 - U13T1M0 - UM70Y5CFM000001
PRECAUTIONS
May 10, 2006

Page 311

ENGINE INTERFACES
U3T06191 - U13T1M0 - UM70Y5CFM000001
Engine interfaces on the engine LH side are:

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

May 10, 2006

Page 312
U3T06191 - U13T1M0 - UM70Y5CFM000001
ENGINE INTERFACES
May 10, 2006

Page 313

HOLD OPEN COWL BRACE INSTALLATION
U3T06191 - U13T1M0 - UM70Y5CFM000001
To support the fan and thrust reverser cowls, during engine removal or
installation, special braces are installed.
This enables the engine to be changed under the wing without removing
the fan cowls and the thrust reverser cowl doors.

May 10, 2006

Page 314
U3T06191 - U13T1M0 - UM70Y5CFM000001
HOLD OPEN COWL BRACE INSTALLATION

May 10, 2006

Page 315

ENGINE REMOVAL AND INSTALLATION SYSTEMS
U3T06191 - U13T1M0 - UM70Y5CFM000001
Equipment used for engine removal or installation is:

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

May 10, 2006

Page 316
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ENGINE REMOVAL AND INSTALLATION SYSTEMS

May 10, 2006

Page 317

ENGINE CRADLE AND TROLLEY
U3T06191 - U13T1M0 - UM70Y5CFM000001
The engine cradle and trolley are two associated tools, which let the
engine to be removed and carried.

May 10, 2006

Page 318
U3T06191 - U13T1M0 - UM70Y5CFM000001
ENGINE CRADLE AND TROLLEY

May 10, 2006

Page 319

ENGINE HYDRAULIC POSITIONER
U3T06191 - U13T1M0 - UM70Y5CFM000001
The engine hydraulic positioner is a special hydraulic trolley, which

supplies easy positioning and engine installation.
For engine transportation, the same cradle can be transferred from the
engine hydraulic positioner to a standard trolley.

May 10, 2006

Page 320
U3T06191 - U13T1M0 - UM70Y5CFM000001
ENGINE HYDRAULIC POSITIONER

May 10, 2006

Page 321

ENGINE PRESERVATION
The preservation procedures protect the CFM56 engine against corrosion,
liquid and debris entering the engine, and atmospheric conditions during
periods of storage, and inactivity. This includes installed engines on
inoperative aircraft or engines not to be operated for more than 30 days.
The procedure recommended for preservation of the engine will vary
depending upon the duration of inactivity, the type of preservation used,
and if the engine is operable or non-operable.
U3T06191 - U13T1M0 - UM70Y5CFM000001
NOTE: engines that can be started are considered operable. Engines

that for any reason cannot be started are considered
non-operable.
The preservation procedure to be used is based upon the following
schedule: up to 30 days, up to 90 days, between 30 to 365 days,
preservation renewal requirements, procedure for exceeded long term
preservation and de-preservation. See Aircraft Maintenance Manual
(AMM) for specific storage requests.
Before a preservation procedure some cautions must be observed.
CAUTION: if engine was ferried or subjected to an In-Flight Shutdown,
engine must be dried out and re-lubricated within 24 hours
as per dry out procedure of this section.
CAUTION: under no circumstances shall preservative oil or equivalent
be sprayed into the engine inlet, core compressor or turbine,
or engine exhaust. Dirt particles on wet blades and vanes
may adversely affect engine performance during subsequent
operation.

May 10, 2006

Page 322
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ENGINE PRESERVATION
May 10, 2006

Page 323

PRESERVATION RENEWAL REQUIREMENTS
U3T06191 - U13T1M0 - UM70Y5CFM000001
You can refer to the AMM for preservation renewal requirements for
operable and non operable engines.
To exceed long-term preservation, refer to your CFM International
(CFMI) representative.

May 10, 2006

Page 324
U3T06191 - U13T1M0 - UM70Y5CFM000001
PRESERVATION RENEWAL REQUIREMENTS

May 10, 2006

Page 325

ENGINE DEPRESERVATION
U3T06191 - U13T1M0 - UM70Y5CFM000001
Remove all moisture barrier material, seals, caps, cover, etc., as

applicable, from the engine.
Connect fuel supply, reconnect oil supply and scavenge lines if applicable
and drain the oil tank.
Drain accessory drive assembly.
Fill the oil tank.
Do a wet motoring of the engine.
Do one or more dry motoring operations to remove the remaining fuel.

May 10, 2006

Page 326
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ENGINE DEPRESERVATION
May 10, 2006

Page 327
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE U3T06191
MAY 2006
PRINTED IN FRANCE
AIRBUS S.A.S. 2006
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY
WITH BAE SYSTEMS

A318/A319/A320/A321 (CFM56) : Power Plant Cfm56-5B

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SINGLE AISLE TECHNICAL TRAINING MANUAL

POWER PLANT (CFM56-5B)

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

Engine Thrust Management (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166

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

Engine Fuel System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70

EXHAUST - THRUST REVERSER

IGNITION AND STARTING

Thrust Reverser System Presentation (1) . . . . . . . . . . . . . . . . . . . . . 236

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

May 11, 2006

SINGLE AISLE TECHNICAL TRAINING MANUAL

ENGINE THRUST MANAGEMENT (3)

U3T06191 - U13T1M0 - UM76D1CFM000001

The predicted N1 is indicated by a white circle in case of classic

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

ENGINE THRUST MANAGEMENT (3)

May 10, 2006

U3T06191 - U13T1M0 - UM76D1CFM000001

SINGLE AISLE TECHNICAL TRAINING MANUAL

BASIC INFORMATION - PREDICTED N1

ENGINE THRUST MANAGEMENT (3)

May 10, 2006

SINGLE AISLE TECHNICAL TRAINING MANUAL

ENGINE THRUST MANAGEMENT (3)

U3T06191 - U13T1M0 - UM76D1CFM000001

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

ENGINE THRUST MANAGEMENT (3)

May 10, 2006

U3T06191 - U13T1M0 - UM76D1CFM000001

SINGLE AISLE TECHNICAL TRAINING MANUAL

BASIC INFORMATION - THRUST LIMIT MODE

ENGINE THRUST MANAGEMENT (3)

May 10, 2006

SINGLE AISLE TECHNICAL TRAINING MANUAL

ENGINE THRUST MANAGEMENT (3)

U3T06191 - U13T1M0 - UM76D1CFM000001

For each thrust limit mode selection, an N1 limit is computed

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

ENGINE THRUST MANAGEMENT (3)

May 10, 2006

U3T06191 - U13T1M0 - UM76D1CFM000001

SINGLE AISLE TECHNICAL TRAINING MANUAL

BASIC INFORMATION - N1 LIMIT

ENGINE THRUST MANAGEMENT (3)

May 10, 2006

SINGLE AISLE TECHNICAL TRAINING MANUAL

ENGINE THRUST MANAGEMENT (3)

U3T06191 - U13T1M0 - UM76D1CFM000001

In Autothrust (A/THR) function, the Flight Management and Guidance

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

ENGINE THRUST MANAGEMENT (3)

May 10, 2006

U3T06191 - U13T1M0 - UM76D1CFM000001

SINGLE AISLE TECHNICAL TRAINING MANUAL

BASIC INFORMATION - N1 TARGET

ENGINE THRUST MANAGEMENT (3)