THE POWER

CFM56-3 REGULATION OF FLIGHT

1
RXCF 04/02/2006
 THE POWER
OF FLIGHT
CFM56 - 3

2
RXCF 04/02/2006
Speed Governing System VBV
THE POWER
N1 Vs P OF FLIGHT
Fuel Limiting System VSV

Idling System HPTCCV

N1 Vs Z N1 Vs T

Main Tasks Additional Tasks Corrections

MEC PMC

CFM 56 - 3
ENGINE OPERATIONAL CONTROL
3
RXCF 04/02/2006
 THE POWER
ENGINE OPERATIONAL OF FLIGHT

CONTROL
• The CFM56-3 engine control system
consists of both:

HYDRO MECHANICAL UNIT

ELECTRONIC UNIT

4
RXCF 04/02/2006
 THE POWER
HYDRO MECHANICAL UNIT OF FLIGHT

• MEC Ì Main Engine Control

Automatically schedules:

– WF ( Fuel Flow ) N2
– VBV ( Variable Bleed Valve )
– VSV ( Variable Stator Vane )
– HPTCCV ( High Pressure Turbine Clearance
Control Valve )
5
RXCF 04/02/2006
 THE POWER
ELECTRONIC UNIT OF FLIGHT

• PMC Ì Power Management Control

– Provide FAN scheduling N1

6
RXCF 04/02/2006
 THE POWER
CONTROL SYSTEM SCHEMATIC OF FLIGHT

7
RXCF 04/02/2006
 CONTROL SYSTEM SCHEMATIC THE POWER
OF FLIGHT

(Cont’d)

N1 ÖFan Speed
N2 ÖCore Speed
WF ÖFuel Flow
TMC ÖTorque Motor Current
PS12 ÖFan Inlet Static Air Pressure
PS3 ÖCompressor Discharge Pressure
CBP ÖCompressor Bleed Pressure
T12 ÖFan Inlet Total Air Temperature
T2.5 ÖHPC Inlet Air Temperature
T2 ÖFan Inlet Temperature
TC1 ÖTurbine Clearance Control 5Th Stage
TC2 ÖTurbine Clearance Control 9Th Stage
TC3 ÖTurbine Clearance Control Timer Signal
8
RXCF 04/02/2006
 THE POWER
ENGINE STATIONS OF FLIGHT

25 HP Compressor Inlet

12 Secondary Flow Inlet

3 HP Compressor Discharge

2 Primary Flow Inlet

49. 5 Stage 2 LPT Inlet

9
RXCF 04/02/2006
 THE POWER
MEC OF FLIGHT

OIL/ FUEL
HEAT
EXCHANGER
MEC

FUEL PUMP

10
RXCF 04/02/2006
 THE POWER
MEC OPERATION OF FLIGHT

• MEC is an Hydro mechanical device using fuel pressure to work.

• A device monitors fuel pressure at low flow conditions for MEC
servo operation.

FUEL PUMP BYPASS

LP STAGE VALVE MEC Fuel Metering System

FUEL FUEL
FUEL PUMP METERING SHUT-OFF
PRESSURISING
HP STAGE VALVE VALVE VALVE
11
RXCF 04/02/2006
 THE POWER
MEC PURPOSE OF FLIGHT

• The MEC’s job is divided in 2 tasks:

MAIN TASKS:
– Speed governing system
– Fuel limiting system
– Idling system

ADDITIONAL TASKS:
Control functions to optimise engine performance
– VBV
– VSV
– HPTCCV
12
RXCF 04/02/2006
 SPEED GOVERNING SYSTEM THE POWER
OF FLIGHT

MEC

SPEED
GOVERNING
SYSTEM

N2 demand

PS12
FMV Wf

T2 N2 actual Fuel

13
RXCF 04/02/2006
 THE POWER
FUEL LIMITING SYSTEM OF FLIGHT

• During transient operation, the speed governing system could change

the fuel flow beyond the safe limits.
• The purpose of the fuel limiting system is to define and impose correct
engine fuel flow limits during rapid transients:

ACCELERATIONS

DECELERATIONS

STARTS

14
RXCF 04/02/2006
 THE POWER
FUEL LIMITING SYSTEM (Cont’d) OF FLIGHT

MEC FUEL T2.5

PS3
SPEED LIMITING
N2
GOVERNING
SYSTEM
SYSTEM CBP

N2 demand

PS12
+/- FMV Wf

T2 N2 actual Fuel

15
RXCF 04/02/2006
 THE POWER
IDLING SYSTEM OF FLIGHT

HIGH IDLE:
• Used only when anti-icing is selected or if a flying aircraft
has flaps configuration > 15°.
• It is optimised to provide rapid recovery of takeoff thrust if
required.

LOW IDLE:
• Ground idle: Provide adequate taxi thrust while minimising
noise, fuel consumption and braking effort

•Flight idle: Scheduled to minimise fuel consumption.

16
RXCF 04/02/2006
 THE POWER
IDLING SYSTEM (Cont’d) OF FLIGHT

MEC FUEL T2.5

AIRCRAFT PS3
DESIRED CONFIGURATION LIMITING
N2
SPEED PLA IDLE
Yes / NO SYSTEM
SETTING CBP

N2 demand

PS12
+/- FMV Wf

T2 N2 actual Fuel

17
RXCF 04/02/2006
 MEC ADDITIONAL TASKS THE POWER
OF FLIGHT

VBV SYSTEM

• VBV system positions 12 valves by

hydraulic pressure acting upon a fuel gear
motor.

• The fuel pressure is scheduled by the

MEC.

• VBV feedback cable is positioned to

provide the MEC with a current VBV
position to compare with the desired
position.
18
RXCF 04/02/2006
 MEC ADDITIONAL TASKS (Cont’d) THE POWER
OF FLIGHT

VBV SYSTEM (Cont’d)

19
RXCF 04/02/2006
 MEC ADDITIONAL TASKS (Cont’d) THE POWER
OF FLIGHT

VBV PURPOSE
As the Compressor is optimised for ratings close to maximum power engine
operation has to be protected during deceleration or at low speed:
Without VBV installed:
At Deceleration or Low speed
⇒ Booster Outlet Airflow ↓↓ much more than Booster Pressure Ratio
⇒ LPC stall margin reduced

To re-establish a suitable mass flow VBV are installed on the contour of the primary
airflow stream between booster and HPC to download booster exit.
With VBV installed:
At Deceleration or Low speed
⇒ VBV fully open
⇒ Booster Pressure Ratio ↓↓ but same Booster Outlet Airflow
⇒ Plenty of LPC stall margin
20
RXCF 04/02/2006
 MEC ADDITIONAL TASKS (Cont’d) THE POWER
OF FLIGHT

VBV PURPOSE (Cont’d)

B 1 Acceleration Schedule
O
O TYPICAL LPC FLOW CHART 5 If VBV not closed
S Efficiency ↓↓
T
E 3 Deceleration Schedule
R Maxi
Efficiency
Design Point
4 If VBV not open
P
R
3 MCT 2 Operating Line
E
STALL
S
REGION ISO N1 Line
S
2
U
R 4
E VBV
Operation
R
A
• Low speed or Deceleration
5
T
LOW EFFICIENCY ⇒ VBV OPEN
1 REGION
I IDLE
O • High speed or acceleration
BOOSTER OUTLET AIRFLOW ⇒ VBV CLOSED
21
RXCF 04/02/2006
 MEC ADDITIONAL TASKS (Cont’d) THE POWER
OF FLIGHT

VSV SYSTEM

VSV system changes the angle of the HP Compressor IGV and

N° 1,2 and 3 stator stages according to the MEC computation.
MEC directs a resulting high pressure fuel flow to the dual VSV
actuators.
The actuators mechanically position the VSV.

A feedback cable provides the VSV position to the MEC.

A comparison is performed between schedule requirements and

actual VSV position to determine the need to continue actuator
control or not.
22
RXCF 04/02/2006
 MEC ADDITIONAL TASKS (Cont’d) THE POWER
OF FLIGHT

VSV SYSTEM (Cont’d)

23
RXCF 04/02/2006
 MEC ADDITIONAL TASKS (Cont’d) THE POWER
OF FLIGHT

VSV SYSTEM (Cont’d)

24
RXCF 04/02/2006
 MEC ADDITIONAL TASKS (Cont’d) THE POWER
OF FLIGHT

VSV PURPOSE
• The Compressor is optimised for ratings close to maximum power.
• Engine operation has to be protected during deceleration or at low speed.
• VSV system position HPC Stator Vanes to the appropriate angle of incidence.

VSV (3)

IGV
- VSV optimise HPC efficiency.
ROTOR
- VSV improve stall margin for
transient engine operations. VSV 1

Etc …
ROTOR
STAGE
IGV (Inlet Guide Vane)
25
RXCF 04/02/2006
 MEC ADDITIONAL TASKS (Cont’d) THE POWER
OF FLIGHT

VSV PURPOSE (Cont’d)

C
O
M
1 Acceleration Schedule
P
R TYPICAL HPC FLOW CHART Efficiency ↓↓
2 If VSV not open
E
S
S 2
O Maxi
R Efficiency 3 Deceleration Schedule
1 Design Point
P
R MCT
STALL ISO N1 Line
E
REGION 4 Operating Line
S
S
U VSV
R Operation
E

4
• Low speed or Deceleration
R
A
3 LOW EFFICIENCY ⇒ VSV CLOSED
REGION
T IDLE
I • High speed or acceleration
O
COMPRESSOR OUTLET AIRFLOW
⇒ VSV OPEN
26
RXCF 04/02/2006
 CLEARANCE CONTROL THE POWER
OF FLIGHT

• Operating tip clearance in the core engine are of primary

importance. They determine:

Steady state efficiencies:

⇒ Fuel consumption

Transient engine performance:

⇒ Peak gas temperature
⇒ Compressor stall margin

27
RXCF 04/02/2006
 CLEARANCE CONTROL (Cont’d) THE POWER
OF FLIGHT

• Clearance Control in the CFM56 engine is accomplished by a combination of

3 mechanical designs:

Passive control:
⇒ Using materials in the compressor aft case with low
coefficient of thermal expansion.

Forced cooling:
⇒ Using Low Pressure Booster discharge cooling air for
compressor and turbine.

Automatic control:
⇒ HPTCC VALVE and HPTCC TIMER are used to control the
tip clearance between HPT blades and stationary tip shrouds.
28
RXCF 04/02/2006
 HPTCCV ACTUATION THE POWER
OF FLIGHT

• Automatic Control is using Bleed Air from 5Th and 9Th stages of
HPC to either cool or heat the HPT shroud.
AIR
FROM
N2 > 95 % 5Th
YES / NO STAGE

HPTCC
MEC HPTCC TIMER VALVE HPT SHROUD

AIRCRAFT AIR
ON THE FROM
9Th
GROUND STAGE
YES / NO

29
RXCF 04/02/2006
 HPTCCV ACTUATION (Cont’d) THE POWER
OF FLIGHT

• During flight:

- Air selection is determined by fuel pressure signals sent from

the MEC to the TIMER.

- The TIMER sends fuel pressure signals without change to

actuate the HPTCC VALVE.

- The selected bleed air is ducted to a manifold surrounding the

HPT SHROUD.

30
RXCF 04/02/2006
 HPTCCV ACTUATION (Cont’d) THE POWER
OF FLIGHT

• During takeoff:

- The TIMER overrides the normal MEC operation of the valve.

- It is sequencing a transient air schedule over a specified time period

to maintain a more nearly constant HPT blade tip clearance during
the period of HPT Rotor/Stator thermal stabilisation.

- This maintain Turbine efficiency and decreases transient EGT

overshoot.

- A lockout valve permits the TIMER to actuate only once per engine
cycle. ( i.e. from start to shut down)
31
RXCF 04/02/2006
 HPTCCV ACTUATION (Cont’d) THE POWER
OF FLIGHT

32
RXCF 04/02/2006
 HPTCCV ACTUATION (Cont’d) THE POWER
OF FLIGHT

• The TIMER SEQUENCE:

- Starting Reference Point is when the engine reach 95 % N2.

- Then:
0 to 8 s ⇒ No air

8 to 152 s ⇒ 5Th stage air

152 to 182 s ⇒ 5Th + 9Th stage air

33
RXCF 04/02/2006
 HPTCCV ACTUATION (Cont’d) THE POWER
OF FLIGHT

NO TIMER TIMER

STATOR Ø

ROTOR Ø

CLEARANCE with TIMER

No Air 5Th stage Air 5+9Th stage Air

0s 8s 152 s 182 s

CLEARANCE without TIMER

34
RXCF 04/02/2006
 PMC THE POWER
OF FLIGHT

INPUT POWER
COCKPIT SW:
Ö PMC On / Off

PS12

INPUT SIGNALS:
Ö N1, T12, PLA
OUTPUT SIGNALS:
Ö FOR MEC TORQUE MOTOR

MONITOR CONNECTION
35
RXCF 04/02/2006
 PMC PURPOSE THE POWER
OF FLIGHT

• In a high bypass engine, total thrust is more accurately controlled

by controlling N1 speed.

FAN is 80% of the POWER !

This is accomplished by
varying N2 speed
to reach the
accurate N1 speed.
36
RXCF 04/02/2006
 PMC OPERATION THE POWER
OF FLIGHT

• The main goal of the PMC is to make pilot’s job more

comfortable.

• PMC is performing automatically 3 corrections:

N1 Vs ALTITUDE

N1 Vs PRESSURE

N1 Vs TEMPERATURE
37
RXCF 04/02/2006
 PMC OPERATION (Cont’d) THE POWER
OF FLIGHT

N1 Vs ALTITUDE

• As the altitude is increasing, if you want to keep a steady thrust

%, you need to increase N1.

PMC ON
N1 PMC increase N1
⇒ PLA remain unchanged.
STEADY
THRUST %

PMC OFF
The PILOT must increase N1
⇒ PLA change.

38
RXCF 04/02/2006
 PMC OPERATION (Cont’d) THE POWER
OF FLIGHT

N1 Vs PRESSURE

• As the pressure is decreasing, if you want to keep a steady thrust %,

you need to increase N1.

PMC ON
STEADY
N1 PMC increase N1
THRUST %
⇒ PLA remain unchanged.

PMC OFF
The PILOT must increase N1
⇒ PLA change.

39
RXCF 04/02/2006
 PMC OPERATION (Cont’d) THE POWER
OF FLIGHT

N1 Vs TEMPERATURE • Attakeoff, to get the max thrust (flat

rated thrust) as temperature increases, N1
and EGT must also increase.
N1 MAX
THRUST
• But mechanical limitations impose a
limit which is a temperature called:
“Corner Point” or “Flat Rated
Temperature”.
T Beyond it:

EGT CORNER POINT PMC ON

TEMPERATURE PMC is limiting N1 and EGT

PMC OFF
The PILOT must limit N1 and EGT
T
40
RXCF 04/02/2006
 PMC OPERATION (Cont’d) THE POWER
OF FLIGHT

• PMC efficiency start at 50% N1 and is fully efficient at

or above 70% N1.

• PMC trims MEC to maintain the commanded thrust

• Schedule N1 is compared to actual N1.The error signal

generates from the PMC an Output Current (TMC) to a torque
motor mounted on the MEC.
The torque motor changes Fuel Flow (Wf).
Ì N2 and N1 change.

41
RXCF 04/02/2006
 PMC OPERATION (Cont’d) THE POWER
OF FLIGHT

N1 / Z N1 / P N1 / T
CORRECTION CORRECTION CORRECTION

SCHEDULE
N1

ACTUAL
N1
PMC

TORQUE
PMC on / off
MOTOR
Wf
ENGINE MEC PLA
42
RXCF 04/02/2006
 THE POWER
OF FLIGHT

TH E
E ND

THANKS FOR YOUR

ATTENTION !

43
RXCF 04/02/2006