Training Manual CFM56-5A / 5B: General Familiarization

TRAINING MANUAL
CFM56-5A / 5B
GENERAL FAMILIARIZATION
APRIL 2006
CTC-227
TOC
CFM56-ALL TRAINING MANUAL
Published by CFMI
CFMI Customer Training Center CFMI Customer Training Services

Snecma Services GE Aircraft Engines
Site de Melun-Montereau, Customer Technical Education Center
Aérodrome de Villaroche 123 Merchant Street
Chemin de Viercy, B.P. 1936, Mail Drop Y2
77019 - Melun Cedex Cincinnati, Ohio 45246
FRANCE USA
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ALL CFM56 ENGINES GENERAL
Issue 01
CFMI PROPRIETARY INFORMATION
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This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no
update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult
pertinent maintenance publications.
The information (including technical data) contained in this document is the property of CFM International (GE and
SNECMA). 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-exported
or disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government and
CFM International.
COPYRIGHT 1998 CFM INTERNATIONAL
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LEXIS
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ALL CFM56 ENGINES LEXIS
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A ATC AUTOTHROTTLE COMPUTER

A/C AIRCRAFT ATHR AUTO THRUST
AC ALTERNATING CURRENT ATO ABORTED TAKE OFF
ACARS AIRCRAFT COMMUNICATION AVM AIRCRAFT VIBRATION MONITORING
ADRESSING and REPORTING SYSTEM
ACAU AIR CONDITIONING ACCESSORY UNIT B
ACMS AIRCRAFT CONDITION MONITORING SYSTEM BITE BUILT IN TEST EQUIPMENT
ACS AIRCRAFT CONTROL SYSTEM BMC BLEED MANAGEMENT COMPUTER
ADC AIR DATA COMPUTER BPRV BLEED PRESSURE REGULATING VALVE
ADEPT AIRLINE DATA ENGINE PERFORMANCE BSI BORESCOPE INSPECTION
TREND BSV BURNER STAGING VALVE (SAC)
ADIRS AIR DATA AND INERTIAL REFERENCE BSV BURNER SELECTION VALVE (DAC)
SYSTEM BVCS BLEED VALVE CONTROL SOLENOID
ADIRU AIR DATA AND INERTIAL REFERENCE
UNIT C
AGB ACCESSORY GEARBOX C CELSIUS or CENTIGRADE
AIDS AIRCRAFT INTEGRATED DATA SYSTEM CAS CALIBRATED AIR SPEED
ALF AFT LOOKING FORWARD CBP (HP) COMPRESSOR BLEED PRESSURE
ALT ALTITUDE CCDL CROSS CHANNEL DATA LINK
ALTN ALTERNATE CCFG COMPACT CONSTANT FREQUENCY
AMB AMBIENT GENERATOR
AMM AIRCRAFT MAINTENANCE MANUAL CCU COMPUTER CONTROL UNIT
AOG AIRCRAFT ON GROUND CCW COUNTER CLOCKWISE
A/P AIRPLANE CDP (HP) COMPRESSOR DISCHARGE PRESSURE
APU AUXILIARY POWER UNIT CDS COMMON DISPLAY SYSTEM
ARINC AERONAUTICAL RADIO, INC. CDU CONTROL DISPLAY UNIT
(SPECIFICATION) CFDIU CENTRALIZED FAULT DISPLAY
ASM AUTOTHROTTLE SERVO MECHANISM INTERFACE UNIT
A/T AUTOTHROTTLE CFDS CENTRALIZED FAULT DISPLAY SYSTEM
ATA AIR TRANSPORT ASSOCIATION CFMI JOINT GE/SNECMA COMPANY (CFM
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INTERNATIONAL) DCU DATA CONVERSION UNIT

CG CENTER OF GRAVITY DCV DIRECTIONAL CONTROL VALVE BOEING
Ch A channel A DEU DISPLAY ELECTRONIC UNIT
Ch B channel B DFCS DIGITAL FLIGHT CONTROL SYSTEM
CHATV CHANNEL ACTIVE DFDAU DIGITAL FLIGHT DATA ACQUISITION
CIP(HP) COMPRESSOR INLET PRESSURE UNIT
CIT(HP) COMPRESSOR INLET TEMPERATURE DFDRS DIGITAL FLIGHT DATA RECORDING
cm.g CENTIMETER X GRAMS SYSTEM
CMC CENTRALIZED MAINTENANCE COMPUTER DISC DISCRETE
CMM COMPONENT MAINTENANCE MANUAL DIU DIGITAL INTERFACE UNIT
CMS CENTRALIZED MAINTENANCE SYSTEM DMC DISPLAY MANAGEMENT COMPUTER
CMS CENTRAL MAINTENANCE SYSTEM DMD DEMAND
CODEP HIGH TEMPERATURE COATING DMS DEBRIS MONITORING SYSTEM
CONT CONTINUOUS DMU DATA MANAGEMENT UNIT
CPU CENTRAL PROCESSING UNIT DOD DOMESTIC OBJECT DAMAGE
CRT CATHODE RAY TUBE DPU DIGITAL PROCESSING MODULE
CSD CONSTANT SPEED DRIVE DRT DE-RATED TAKE-OFF
CSI CYCLES SINCE INSTALLATION
CSN CYCLES SINCE NEW E
CTAI COWL THERMAL ANTI-ICING EAU ENGINE ACCESSORY UNIT
CTEC CUSTOMER TECHNICAL EDUCATION CENTER EBU ENGINE BUILDUP UNIT
CTL CONTROL ECA ELECTRICAL CHASSIS ASSEMBLY
Cu.Ni.In COPPER.NICKEL.INDIUM ECAM ELECTRONIC CENTRALIZED AIRCRAFT
CW CLOCKWISE MONITORING
ECS ENVIRONMENTAL CONTROL SYSTEM
D ECU ELECTRONIC CONTROL UNIT
DAC DOUBLE ANNULAR COMBUSTOR EE ELECTRONIC EQUIPMENT
DAMV DOUBLE ANNULAR MODULATED VALVE EEC ELECTRONIC ENGINE CONTROL
DAR DIGITAL ACMS RECORDER EFH ENGINE FLIGHT HOURS
DC DIRECT CURRENT EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM
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EGT EXHAUST GAS TEMPERATURE FDIU FLIGHT DATA INTERFACE UNIT

EHSV ELECTRO-HYDRAULIC SERVO VALVE FDRS FLIGHT DATA RECORDING SYSTEM
EICAS ENGINE INDICATING AND CREW FDU FIRE DETECTION UNIT
ALERTING SYSTEM FEIM FIELD ENGINEERING INVESTIGATION MEMO
EIS ELECTRONIC INSTRUMENT SYSTEM FF FUEL FLOW (see Wf) -7B
EIU ENGINE INTERFACE UNIT FFCCV FAN FRAME/COMPRESSOR CASE
EIVMU ENGINE INTERFACE AND VIBRATION VERTICAL (VIBRATION SENSOR)
MONITORING UNIT FI FLIGHT IDLE (F/I)
EMF ELECTROMOTIVE FORCE FIM FAULT ISOLATION MANUAL
EMI ELECTRO MAGNETIC INTERFERENCE FIN FUNCTIONAL ITEM NUMBER
EMU ENGINE MAINTENANCE UNIT FIT FAN INLET TEMPERATURE
EPROM ERASABLE PROGRAMMABLE READ FLA FORWARD LOOKING AFT
ONLY MEMORY FLX TO FLEXIBLE TAKE-OFF
(E)EPROM (ELECTRICALLY) ERASABLE FMC FLIGHT MANAGEMENT COMPUTER
PROGRAMMABLE READ ONLY MEMORY FMCS FLIGHT MANAGEMENT COMPUTER SYSTEM
ESN ENGINE SERIAL NUMBER FMGC FLIGHT MANAGEMENT AND GUIDANCE
ETOPS EXTENDED TWIN OPERATION SYSTEMS COMPUTER
EWD/SD ENGINE WARNING DISPLAY / SYSTEM FMGEC FLIGHT MANAGEMENT AND GUIDANCE
DISPLAY ENVELOPE COMPUTER
FMS FLIGHT MANAGEMENT SYSTEM
F FMV FUEL METERING VALVE
F FARENHEIT FOD FOREIGN OBJECT DAMAGE
FAA FEDERAL AVIATION AGENCY FPA FRONT PANEL ASSEMBLY
FADEC FULL AUTHORITY DIGITAL ENGINE FPI FLUORESCENT PENETRANT INSPECTION
CONTROL FQIS FUEL QUANTITY INDICATING SYSTEM
FAR FUEL/AIR RATIO FRV FUEL RETURN VALVE
FCC FLIGHT CONTROL COMPUTER FWC FAULT WARNING COMPUTER
FCU FLIGHT CONTROL UNIT FWD FORWARD
FDAMS FLIGHT DATA ACQUISITION &
MANAGEMENT SYSTEM G
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g.in GRAM X INCHES Hz HERTZ (CYCLES PER SECOND)

GE GENERAL ELECTRIC
GEAE GENERAL ELECTRIC AIRCRAFT ENGINES I
GEM GROUND-BASED ENGINE MONITORING I/O INPUT/OUTPUT
GI GROUND IDLE (G/I) IAS INDICATED AIR SPEED
GMM GROUND MAINTENANCE MODE ID INSIDE DIAMETER
GMT GREENWICH MEAN TIME ID PLUG IDENTIFICATION PLUG
GND GROUND IDG INTEGRATED DRIVE GENERATOR
GPH GALLON PER HOUR IFSD IN FLIGHT SHUT DOWN
GPU GROUND POWER UNIT IGB INLET GEARBOX
GSE GROUND SUPPORT EQUIPMENT IGN IGNITION
IGV INLET GUIDE VANE
H in. INCH
HCF HIGH CYCLE FATIGUE IOM INPUT OUTPUT MODULE
HCU HYDRAULIC CONTROL UNIT IPB ILLUSTRATED PARTS BREAKDOWN
HDS HORIZONTAL DRIVE SHAFT IPC ILLUSTRATED PARTS CATALOG
HMU HYDROMECHANICAL UNIT IPCV INTERMEDIATE PRESSURE CHECK VALVE
HP HIGH PRESSURE IPS INCHES PER SECOND
HPC HIGH PRESSURE COMPRESSOR IR INFRA RED
HPCR HIGH PRESSURE COMPRESSOR ROTOR
HPRV HIGH PRESSURE REGULATING VALVE K
HPSOV HIGH PRESSURE SHUT-OFF VALVE °K KELVIN
HPT HIGH PRESSURE TURBINE k X 1000
HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE) KIAS INDICATED AIR SPEED IN KNOTS
CLEARANCE CONTROL kV KILOVOLTS
HPTC HIGH PRESSURE TURBINE CLEARANCE Kph KILOGRAMS PER HOUR
HPTCCV HIGH PRESSURE TURBINE CLEARANCE
CONTROL VALVE L
HPTN HIGH PRESSURE TURBINE NOZZLE L LEFT
HPTR HIGH PRESSURE TURBINE ROTOR L/H LEFT HAND
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lbs. POUNDS, WEIGHT MMEL MAIN MINIMUM EQUIPMENT LIST

LCD LIQUID CRYSTAL DISPLAY MO AIRCRAFT SPEED MACH NUMBER
LCF LOW CYCLE FATIGUE MPA MAXIMUM POWER ASSURANCE
LE (L/E) LEADING EDGE MPH MILES PER HOUR
LGCIU LANDING GEAR CONTROL INTERFACE MTBF MEAN TIME BETWEEN FAILURES
UNIT MTBR MEAN TIME BETWEEN REMOVALS
LP LOW PRESSURE mV MILLIVOLTS
LPC LOW PRESSURE COMPRESSOR Mvdc MILLIVOLTS DIRECT CURRENT
LPT LOW PRESSURE TURBINE
LPT(A)CC LOW PRESSURE TURBINE (ACTIVE) N
CLEARANCE CONTROL N1 (NL) LOW PRESSURE ROTOR ROTATIONAL
LPTC LOW PRESSURE TURBINE CLEARANCE SPEED
LPTN LOW PRESSURE TURBINE NOZZLE N1* DESIRED N1
LPTR LOW PRESSURE TURBINE ROTOR N1ACT ACTUAL N1
LRU LINE REPLACEABLE UNIT N1CMD COMMANDED N1
LVDT LINEAR VARIABLE DIFFERENTIAL N1DMD DEMANDED N1
TRANSFORMER N1K CORRECTED FAN SPEED
N1TARGET TARGETED FAN SPEED
M N2 (NH) HIGH PRESSURE ROTOR ROTATIONAL
mA MILLIAMPERES (CURRENT) SPEED
MCD MAGNETIC CHIP DETECTOR N2* DESIRED N2
MCDU MULTIPURPOSE CONTROL AND N2ACT ACTUAL N2
DISPLAY UNIT N2K CORRECTED CORE SPEED
MCL MAXIMUM CLIMB N/C NORMALLY CLOSED
MCR MAXIMUM CRUISE N/O NORMALLY OPEN
MCT MAXIMUM CONTINUOUS NAC NACELLE
MDDU MULTIPURPOSE DISK DRIVE UNIT NVM NON VOLATILE MEMORY
MEC MAIN ENGINE CONTROL
milsD.A. Mils DOUBLE AMPLITUDE O
mm. MILLIMETERS OAT OUTSIDE AIR TEMPERATURE
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OD OUTLET DIAMETER PSID POUNDS PER SQUARE INCH DIFFERENTIAL

OGV OUTLET GUIDE VANE psig POUNDS PER SQUARE INCH GAGE
OSG OVERSPEED GOVERNOR PSM POWER SUPPLY MODULE
OVBD OVERBOARD PSS (ECU) PRESSURE SUB-SYSTEM
OVHT OVERHEAT PSU POWER SUPPLY UNIT
PT TOTAL PRESSURE
P PT2 FAN INLET TOTAL AIR PRESSURE (PRIMARY
Pb BYPASS PRESSURE FLOW)
Pc REGULATED SERVO PRESSURE PT25 HPC TOTAL INLET PRESSURE
Pcr CASE REGULATED PRESSURE
Pf HEATED SERVO PRESSURE Q
P/T25 HP COMPRESSOR INLET TOTAL AIR QAD QUICK ATTACH DETACH
PRESSURE/TEMPERATURE QEC QUICK ENGINE CHANGE
P/N PART NUMBER QTY QUANTITY
P0 AMBIENT STATIC PRESSURE QWR QUICK WINDMILL RELIGHT
P25 HP COMPRESSOR INLET TOTAL AIR
TEMPERATURE R
PCU PRESSURE CONVERTER UNIT R/H RIGHT HAND
PLA POWER LEVER ANGLE RAC/SB ROTOR ACTIVE CLEARANCE/START
PMC POWER MANAGEMENT CONTROL BLEED
PMUX PROPULSION MULTIPLEXER RACC ROTOR ACTIVE CLEARANCE CONTROL
PPH POUNDS PER HOUR RAM RANDOM ACCESS MEMORY
PRSOV PRESSURE REGULATING SERVO VALVE RCC REMOTE CHARGE CONVERTER
Ps PUMP SUPPLY PRESSURE RDS RADIAL DRIVE SHAFT
PS12 FAN INLET STATIC AIR PRESSURE RPM REVOLUTIONS PER MINUTE
PS13 FAN OUTLET STATIC AIR PRESSURE RTD RESISTIVE THERMAL DEVICE
PS3HP COMPRESSOR DISCHARGE STATIC AIR RTO REFUSED TAKE OFF
PRESSURE (CDP) RTV ROOM TEMPERATURE VULCANIZING
PSI POUNDS PER SQUARE INCH (MATERIAL)
PSIA POUNDS PER SQUARE INCH ABSOLUTE RVDT ROTARY VARIABLE DIFFERENTIAL
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TRANSFORMER STP STANDARD TEMPERATURE AND PRESSURE

SVR SHOP VISIT RATE
S SW SWITCH BOEING
S/N SERIAL NUMBER SYS SYSTEM
S/R SERVICE REQUEST
S/V SHOP VISIT T
SAC SINGLE ANNULAR COMBUSTOR T oil OIL TEMPERATURE
SAR SMART ACMS RECORDER T/C THERMOCOUPLE
SAV STARTER AIR VALVE T/E TRAILING EDGE
SB SERVICE BULLETIN T/O TAKE OFF
SCU SIGNAL CONDITIONING UNIT T/R THRUST REVERSER
SDAC SYSTEM DATA ACQUISITION CONCENTRATOR T12 FAN INLET TOTAL AIR TEMPERATURE
SDI SOURCE/DESTINATION IDENTIFIER (BITS) (CF T25 HP COMPRESSOR INLET AIR TEMPERATURE
ARINC SPEC) T3 HP COMPRESSOR DISCHARGE AIR
SDU SOLENOID DRIVER UNIT TEMPERATURE
SER SERVICE EVALUATION REQUEST T49.5 EXHAUST GAS TEMPERATURE
SFC SPECIFIC FUEL CONSUMPTION T5 LOW PRESSURE TURBINE DISCHARGE TOTAL
SFCC SLAT FLAP CONTROL COMPUTER AIR TEMPERATURE
SG SPECIFIC GRAVITY TAI THERMAL ANTI ICE
SLS SEA LEVEL STANDARD (CONDITIONS : 29.92 TAT TOTAL AIR TEMPERATURE
in.Hg / 59°F) TBC THERMAL BARRIER COATING
SLSD SEA LEVEL STANDARD DAY (CONDITIONS : TBD TO BE DETERMINED
29.92 in.Hg / 59°F) TBO TIME BETWEEN OVERHAUL
SMM STATUS MATRIX TBV TRANSIENT BLEED VALVE
SMP SOFTWARE MANAGEMENT PLAN TC(TCase) HP TURBINE CASE TEMPERATURE
SN SERIAL NUMBER TCC TURBINE CLEARANCE CONTROL
SNECMA SOCIETE NATIONALE D’ETUDE ET DE TCCV TURBINE CLEARANCE CONTROL VALVE
CONSTRUCTION DE MOTEURS D’AVIATION TCJ TEMPERATURE COLD JUNCTION
SOL SOLENOID T/E TRAILING EDGE
SOV SHUT-OFF VALVE TECU ELECTRONIC CONTROL UNIT INTERNAL
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TEMPERATURE VDT VARIABLE DIFFERENTIAL TRANSFORMER

TEO ENGINE OIL TEMPERATURE VIB VIBRATION
TGB TRANSFER GEARBOX VLV VALVE
Ti TITANIUM VRT VARIABLE RESISTANCE TRANSDUCER
TLA THROTTLE LEVER ANGLE AIRBUS VSV VARIABLE STATOR VANE
TLA THRUST LEVER ANGLE BOEING
TM TORQUE MOTOR W
TMC TORQUE MOTOR CURRENT WDM WATCHDOG MONITOR
T/O TAKE OFF Wf WEIGHT OF FUEL OR FUEL FLOW
TO/GA TAKE OFF/GO AROUND WFM WEIGHT OF FUEL METERED
T/P TEMPERATURE/PRESSURE SENSOR WOW WEIGHT ON WHEELS
TPU TRANSIENT PROTECTION UNIT WTAI WING THERMAL ANTI-ICING
TR TRANSFORMER RECTIFIER
TRA THROTTLE RESOLVER ANGLE AIRBUS
TRA THRUST RESOLVER ANGLE BOEING
TRDV THRUST REVERSER DIRECTIONAL VALVE
TRF TURBINE REAR FRAME
TRPV THRUST REVERSER PRESSURIZING VALVE
TSI TIME SINCE INSTALLATION (HOURS)
TSN TIME SINCE NEW (HOURS)
TTL TRANSISTOR TRANSISTOR LOGIC
U
UER UNSCHEDULED ENGINE REMOVAL
UTC UNIVERSAL TIME CONSTANT
V
VAC VOLTAGE, ALTERNATING CURRENT
VBV VARIABLE BLEED VALVE
VDC VOLTAGE, DIRECT CURRENT
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IMPERIAL / METRIC CONVERSIONS METRIC / IMPERIAL CONVERSIONS
1 mile = 1,609 km 1 km = 0.621 mile

1 ft = 30,48 cm 1m = 3.281 ft. or 39.37 in.
1 in. = 25,4 mm 1 cm = 0.3937 in.
1 mil. = 25,4 µ 1 mm = 39.37 mils.
1 sq.in. = 6,4516 cm² 1 m² = 10.76 sq. ft.

1 cm² = 0.155 sq.in.
1 USG = 3,785 l (dm³) 1 m³ = 35.31 cu. ft.

1 cu.in. = 16.39 cm³ 1 dm³ = 0.264 USA gallon
1 cm³ = 0.061 cu.in.
1 lb. = 0.454 kg 1 kg = 2.205 lbs
1 psi. = 6.890 kPa 1 Pa = 1.45 10-4 psi.

1 kPa = 0.145 psi
1 bar = 14.5 psi
°F = 1.8 x °C + 32 °C = ( °F - 32 ) /1.8
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CFM56-5A/-5B TRAINING MANUAL
TABLE OF CONTENTS
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ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CONTENTS
GENERAL Apr 06
TOC FAMILIARIZATION
SECTION PAGE SECTION PAGE
LEXIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
POWERPLANT GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
ENGINE GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
BASIC ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
ENGINE SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
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ALL CFM56-5A/-5B FOR A318-A319-A320-A321 CONTENTS
GENERAL Apr 06
FAMILIARIZATION
POWERPLANT GENERAL
EFFECTIVITY
POWERPLANT
GENERAL Page 17
ALL CFM56-5A/-5B FOR A318-A319-A320-A321 Apr 06
CFMI PROPRIETARY INFORMATION GENERAL
TOC FAMILIARIZATION
CFM56-5A/5B TRAINING MANUAL
INTRODUCTION TO THE CFM56 FAMILY
Engine Applications
The following chart shows the various engine models for

the Airbus A318-A319-A320-A321 aircraft.
(-5B):
Ranging from 21,600 to 32,000 lbs of take-off thrust
(9608 to 14234 daN), the CFM56-5B is offered by CFMI
as the common power source for the entire Airbus A320
family.
(-5A):
The CFM56-5A engine is used on some AIRBUS A319-
320 aircraft. It has several different thrust ratings, ranging
from 22,000 to 26,500 lbs of thrust (9786 to 11787 daN).
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ALL CFM56-5A/-5B FOR A318-A319-A320-321 Apr 06
FAMILIARIZATION
TOC
CFM56-5B8/P (21,600 lbs) 9,608 daN

CFM56-5B9/P (23,000 lbs) 10,230 daN
CFM56-5A4 (22,000 lbs) 9,786 daN

CFM56-5B5 (22,000 lbs) 9,786 daN
CFM56-5B5/2 (22,000 lbs) 9,786 daN
CFM56-5B5/P (22,000 lbs) 9,786 daN
CFM56-5B5/2P (22,000 lbs) 9,786 daN
CFM56-5A5 (23,500 lbs) 10,453 daN
CFM56-5B6 (23,500 lbs) 10,453 daN
CFM56-5B6/2 (23,500 lbs) 10,453 daN
CFM56-5B6/P (23,500 lbs) 10,453 daN
CFM56-5B6/2P (23,500 lbs) 10,453 daN
CFM56-5B7/P (27,000 lbs) 12,010 daN
CFM56-5A1 (25,000 lbs) 11,120 daN

CFM56-5A3 (26,500 lbs) 11,787 daN
CFM56-5B4 (27,000 lbs) 12,010 daN
CFM56-5B4/2 (27,000 lbs) 12,010 daN
CFM56-5B4/P (27,000 lbs) 12,010 daN
CFM56-5B4/2P (27,000 lbs) 12,010 daN
CFM56-5B1 (30,000 lbs) 13,344 daN

CFM56-5B1/2 (30,000 lbs) 13,344 daN
CFM56-5B1/P (30,000 lbs) 13,344 daN
CFM56-5B1/2P (30,000 lbs) 13,344 daN
CFM56-5B2 (31,000 lbs) 13,789 daN
CFM56-5B2/2 (31,000 lbs) 13,789 daN
CFM56-5B2/P (31,000 lbs) 13,789 daN
CFM56-5B2/2P (31,000 lbs) 13,789 daN
CFM56-5B3/P (32,000 lbs) 14,234 daN
CFM56-5B3/2P (32,000 lbs) 14,234 daN
CTC-227-002-01
CFM56-5A/-5B FOR AIRBUS APPLICATIONS
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POWERPLANT
GENERAL Page 19
TOC FAMILIARIZATION
POWERPLANT PRESENTATION
The engine is attached to the wing pylon by mounts,

located forward and aft of the core section.
Cowls enclose the periphery of the engine so as to form

the nacelle, which is the aerodynamic structure around
the engine.
The cowling assembly consists of:

- The inlet cowl.
- The fan cowls.
- The thrust reverser cowls.
- The primary exhaust (primary nozzle and
centerbody).
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FAMILIARIZATION
TOC
FWD MOUNT
WING
PYLON AFT MOUNT
AFT CENTERBODY
MOUNT
RIGHT
THRUST REVERSER
"C" DUCT
RIGHT
FAN COWL PRIMARY
DOOR ENGINE
BUILT NOZZLE
UNIT
THRUST
REVERSER
PIVOTING
DOORS
LEFT
FWD THRUST
MOUNT LEFT REVERSER
INLET
FAN COWL "C" DUCT
COWL
DOOR
CTC-227-062-00
POWERPLANT PRESENTATION
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POWERPLANT
GENERAL Page 21
TOC FAMILIARIZATION
NACELLE GENERAL
The nacelle is made up of different major sections along

the engine, and includes:
- The air intake cowl.

- The fan cowl.
- The secondary exhaust system.
- The primary exhaust system.
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GENERAL Page 22
FAMILIARIZATION
TOC
SECONDARY PRIMARY
AIR INTAKE FAN EXHAUST EXHAUST
COWL COWL SYSTEM SYSTEM
CTC-227-057-00 NACELLE SECTIONS

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POWERPLANT
GENERAL Page 23
TOC FAMILIARIZATION
ENGINE REMOVAL / INSTALLATION
General.
The engine can be removed from the airplane in the QEC The bootstrap hoisting system includes a forward and
configuration, with the inlet cowl, exhaust sleeve and plug an aft arm with lever hoists, dynamometers and engine
still attached. attach brackets as integral components.
Before removing the engine, do the following steps: The purpose of the engine transportation stand cradle
or dolly is to support the engine during transportation to
- Fully open the fan cowls and the thrust reverser airport apron and shop.
halves to the 45 degrees position and hold them in
position with the hold-open braces.
- Remove the engine/aircraft quick disconnections for

fuel, air, electrical and hydraulic lines.
Tools.
Engine removal / installation is accomplished using the

following tools:
- A bootstrap hoisting system.
- An engine transportation stand.
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POWERPLANT
GENERAL Page 24
FAMILIARIZATION
TOC
VIEW A B
VIEW B
FORWARD BOOTSTRAP
EQUIPMENT
AFT BOOTSTRAP
C EQUIPMENT
VIEW C
ENGINE TRANSPORTATION
STAND
CTC-227-073-00 ENGINE REMOVAL/INSTALLATION TOOLS

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POWERPLANT
GENERAL Page 25
TOC FAMILIARIZATION
ENGINE PRESERVATION
The procedures which follow are recommended as the The preservation procedure to be used will be selected
minimum necessary to protect the CFM56 engine against based upon the following schedule:
corrosion, liquid and debris entering the engine, and - Up to 30 days.
atmospheric conditions during periods of storage, and - Up to 90 days.
inactivity; or following an In Flight Shut Down (IFSD). - 30 to 365 days.
These procedures are also recommended for installed - Preservation renewal requirements.
engines on inoperative aircraft or an engine not to be - Depreservation.
operated for more than thirty 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.
NOTE:
Engines that can be started are considered operable.
Engines that for any reason can not be started are
considered non operable. Preservation renewal
procedures are also covered in this instruction.
EFFECTIVITY
POWERPLANT
GENERAL Page 26
FAMILIARIZATION
TOC
OPERABLE ENGINE NON-OPERABLE ENGINE
UP TO 30 DAYS X X
UP TO 90 DAYS X
UP TO 365 DAYS X X
CTC-227-074-00 ENGINE PRESERVATION

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POWERPLANT
GENERAL Page 27
TOC FAMILIARIZATION
SECONDARY FLOW EXHAUST SYSTEM
Thrust reverser positions.
The Thrust Reverser (T/R) system provides additional

aerodynamic braking during aircraft landing.
This braking effect enables to reduce the aircraft stopping

distance.
It can only be operated on ground, with the engines at

idle speed and the throttle lever in the reverse position.
The fan thrust reverser is part of the exhaust system and

is located just downstream of the fan frame. It consists of
4 hydraulically actuated blocker doors opening on cockpit
order.
In direct thrust configuration, during flight, the cowlings

mask the blocker doors, thus providing fan flow ducting.
In reverser thrust configuration, after landing, the blocker

doors are deployed in order to obstruct the fan duct. The
fan flow is then rejected laterally with a forward velocity.
A hydraulically actuated cowl opening system allows

each thrust reverser cowl to be opened independently for
maintenance operations.
EFFECTIVITY
POWERPLANT
GENERAL Page 28
FAMILIARIZATION
TOC
SECONDARY AIRFLOW (BYPASS AIR)
PRIMARY AIRFLOW
VENTING AIRFLOW
CORE ENGINE
THRUST
CORE ENGINE
THRUST
FAN THRUST
FAN REVERSE
THRUST
AIR INLET AIR INLET

STOWED POSITION DEPLOYED POSITION
CTC-227-075-00 THRUST REVERSER POSITIONS

EFFECTIVITY
POWERPLANT
GENERAL Page 29
TOC FAMILIARIZATION
SECONDARY FLOW EXHAUST SYSTEM
Location of T/R control components.
The thrust reverser control system controls hydraulic and

electrical power to the thrust reverser for stow and deploy
operations.
The control components are located in the following
areas of the airplane:
- The control quadrant.

- The engine.
- The T/R halves.
- The pylon.
EFFECTIVITY
POWERPLANT
GENERAL Page 30
FAMILIARIZATION
TOC
THROTTLE QUADRANT:
- CONTROL LEVER
- REVERSER LATCHING LEVER PYLON:
- SHUT-OFF VALVE
- HYDRAULIC FILTER
A
VIEW A
ENGINE: THRUST REVERSER HALVES:

- ELECTRONIC CONTROL UNIT - ELECTRICAL, HYDRAULIC AND
MECHANICAL COMPONENTS
CTC-227-076-00 T/R CONTROL SYSTEM

EFFECTIVITY
POWERPLANT
GENERAL Page 31
TOC FAMILIARIZATION
PRIMARY FLOW EXHAUST SYSTEM
Primary nozzle.
The primary nozzle directs the primary exhaust gas aft

and regulates the gas flow.
(-5B):
An enhanced acoustic performance chevron nozzle has
been developed to comply with the aircraft noise level
standard requirement.
(ALL):
It is fastened to the outer aft flange of the engine turbine
rear frame (TRF).
Centerbody.
The centerbody is located at the aft section of the

nacelle, installed in the center of the primary nozzle.
It is bolted to the inner aft flange of the engine turbine

rear frame (TRF), and can be accessed after the primary
nozzle has been removed.
The purpose of the centerbody outer surface is to

calibrate the exhaust areas, while smoothing the primary
exhaust gasses.
EFFECTIVITY
POWERPLANT
GENERAL Page 32
FAMILIARIZATION
TOC
EXISTING
NOZZLE
(ALL VERSIONS)
A
CENTERBODY
VIEW A
VIEW A
TRF OUTER
AFT FLANGE
VIEW B CHEVRON NOZZLE
CFM56-5B TRF INNER

AFT FLANGE
CTC-227-077-00 PRIMARY EXHAUST SYSTEM

EFFECTIVITY
POWERPLANT
GENERAL Page 33
TOC FAMILIARIZATION
FIRE PROTECTION / DETECTION SYSTEM
Engine fire detection system. Fire detector.
The purpose of the engine fire detection system is to The purpose of the fire detector is to detect any overheat
detect and identify any fire source, and to transmit this or fire source and transmit this information to the FDU.
information to the cockpit.
On each engine, there are two independent and

continuous loops for fire detection.
One Fire Detection Unit (FDU), located in the avionics

compartment, is provided for each engine and they
process signals received from the fire detectors.
The fire detection system is located in 2 areas around the

engine, and one at the engine/aircraft interface.
The system consists of:
- 2 fire detectors under the accessory gearbox.

- 2 fire detectors on the core engine at 10 and 2
o’clock.
- 2 fire detectors near the pylon fire wall.
EFFECTIVITY
POWERPLANT
GENERAL Page 34
FAMILIARIZATION
TOC
COCKPIT
INDICATION
FIRE
PROTECTION SYSTEM
FIRE
DETECTION UNIT
LIMIT EXTINGUISH
PREVENT FIRE DETECT FIRE
FIRE ZONE FIRE
CTC-227-078-00 FIRE PROTECTION / DETECTION SYSTEMS

EFFECTIVITY
POWERPLANT
GENERAL Page 35
TOC FAMILIARIZATION
EFFECTIVITY
POWERPLANT
GENERAL Page 36
FAMILIARIZATION
TOC
ENGINE GENERAL
EFFECTIVITY
ENGINE
GENERAL Page 37
TOC FAMILIARIZATION
ENGINE GENERAL CONCEPT
The CFM56-5A/-5B engine is a high by-pass, dual rotor, (-5B):

axial flow, advanced technology turbofan. It is supported
by the wing pylon and streamlined by cowlings. At static take-off power, the CFM56-5B engine by-pass
ratio is between 5.4:1 and 6:1, depending on the engine
Air is sucked into the intake by the fan blades and split model, which means that the secondary airflow takes
into two flow paths, the Primary and the Secondary. in between 5.4 and 6 times more air than the primary
airflow.
The primary airflow passes through the inner portion of
the fan blades and is directed into a booster (LPC). (-5A):
The flow path then enters a High Pressure Compressor At static take-off power, the CFM56-5A engine by-pass
(HPC) and goes to a combustor. Mixed with fuel and ratio is between 6:1 and 6.2:1, depending on the engine
ignited, the gas flow provides energy to a High Pressure model.
Turbine (HPT) and a Low Pressure Turbine (LPT). By-pass ratio = (secondary airflow) / (primary airflow).
The secondary airflow passes through the outer portion

of the fan blades, the Outlet Guide Vanes (OGV’s) and
exits through the nacelle discharge duct, producing
approximately 80 % of the total thrust. It also plays a role
in the thrust reverser system.
EFFECTIVITY
ENGINE
GENERAL Page 38
FAMILIARIZATION
TOC
SECONDARY FLOW
PRIMARY FLOW
THRUST
REVERSER
CTC-227-003-01
DESIGN AND OPERATION
EFFECTIVITY
ENGINE
GENERAL Page 39
TOC FAMILIARIZATION
The CFM56-5A/-5B engine uses a maintenance concept - Engine vibration monitoring system: sensors
called ‘On Condition Maintenance’. This means that the located in various positions in the engine, send
engine has no periodic overhaul schedules and can vibration values to the on-board monitoring
remain installed under the wing until something important system. When vibration values are excessive,
occurs, or when lifetime limits of parts are reached. the data recorded can be used to take remedial
balancing action.
For this reason, to monitor and maintain the health of the
engine, different tools are available, which are:
- Engine performance trend monitoring, to evaluate

engine deterioration over a period of use: engine
parameters, such as gas temperature, are
recorded and compared to those initially observed
at engine installation on the aircraft.
- Borescope inspection, to check the condition

of engine internal parts: when parts are not
accessible, they can be visually inspected with
borescope probes inserted in ports located on the
engine outer casing.
- Lubrication particles analysis: while circulating in

the oil system, lubrication oil is filtered, and large,
visible-to-the-eye particles (larger than 10 microns)
coming from worn engine parts are collected
in filters and magnetic chip detectors, for visual
inspection and analysis.
EFFECTIVITY
ENGINE
GENERAL Page 40
FAMILIARIZATION
TOC
TREND MONITORING
VIBRATION
MONITORING
BORESCOPE
INSPECTION LUBE PARTICLE ANALYSIS
CTC-227-004-01
CONDITION MONITORING
EFFECTIVITY
ENGINE
GENERAL Page 41
TOC FAMILIARIZATION
AIR SYSTEM INTRODUCTION
The air system of the CFM56-5A/-5B engines serves

various functions. The primary one is thrust delivery.
Other functions include:
- To provide a Bleed air supply to the aircraft.
- Variable geometry used to enhance engine
operation (VSV, VBV, and TBV).
- Clearance control (HPTCC and LPTCC).
- To provide cooling for Engine parts.
- To provide Damping of bearing forces.
- Re-introduction of air and hot gas.
- Sump pressurization and venting (see Oil system).
When all the air system functions are performed correctly,

the engine is more efficient. Power or thrust is obtained
with a lower fuel flow, so the EGT will be lower and result
in an increased life of the engine under the wing.
Specific fuel consumption and economic factors
(operating costs) are also enhanced.
(-5A):
NOTE:
Transient bleed valves (TBV) are not installed on CFM56-
5A engines.
EFFECTIVITY
ENGINE
GENERAL Page 42
FAMILIARIZATION
TOC
VBV TVB
(-5B ONLY)
- 5B
HPTCC
(-5B) LPTCC
THRUST VSV
BLEEDS
SUMP
BEARING FORCES PRESSURIZATION COOLING
DAMPING
VBV
HPTACC LPTCC
- 5A (-5A)
VSV
THRUST
BLEEDS
SUMP
PRESSURIZATION COOLING
CTC-227-052-00 AIR SYSTEM INTRODUCTION

EFFECTIVITY
ENGINE
GENERAL Page 43
TOC FAMILIARIZATION
FUEL SYSTEM INTRODUCTION
The fuel is delivered by the Aircraft fuel management

system (ATA 28). The FADEC system receives the aircraft
and engine information such as the throttle position or
engine sensor values. The fuel is used in the engine
for combustion, and also for accessories power source
supply, and oil cooling.
Sensors provide aircraft information to the crew and the

maintenance systems.
EFFECTIVITY
ENGINE
GENERAL Page 44
FAMILIARIZATION
TOC
FRV
FUEL
MANIFOLDS
FUEL
SUPPLY
LINE
FUEL PUMP
HMU FUEL FLOW

TRANSMITTER
CTC-227-054-00
FUEL SYSTEM INTRODUCTION (-5B)
EFFECTIVITY
ENGINE
GENERAL Page 45
TOC FAMILIARIZATION
EFFECTIVITY
ENGINE
GENERAL Page 46
FAMILIARIZATION
TOC
FRV
FUEL
MANIFOLDS
FUEL
SUPPLY
LINE
FUEL PUMP
FUEL FLOW
HMU
TRANSMITTER
CTC-227-053-00 FUEL SYSTEM INTRODUCTION (-5A)

EFFECTIVITY
ENGINE
GENERAL Page 47
TOC FAMILIARIZATION
OIL SYSTEM INTRODUCTION
The oil system comprises three circuits:

- The supply circuit provides oil from the oil tank to
the engine sumps for lubrication of bearings and
gears.
- The scavenge circuit provides the oil return to the
tank, passing through the lube unit and heat
exchangers.
- The venting circuit ensures sealing of the sumps.
Sensors provide information to the crew and to aircraft

maintenance systems.
These sensors include temperature and pressure

sensors, and particle filters (used for maintenance
purposes).
EFFECTIVITY
ENGINE
GENERAL Page 48
FAMILIARIZATION
TOC
SENSOR
OIL TANK
REAR SUMP
(INSIDE THE
ENGINE)
LUBE
UNIT
FORWARD SUMP
AGB (INSIDE THE ENGINE)
CTC-227-056-00
OIL SYSTEM INTRODUCTION (-5B)
EFFECTIVITY
ENGINE
GENERAL Page 49
TOC FAMILIARIZATION
EFFECTIVITY
ENGINE
GENERAL Page 50
FAMILIARIZATION
TOC
SENSOR
OIL TANK
REAR SUMP
(INSIDE THE
ENGINE)
LUBE
UNIT
FORWARD SUMP
(INSIDE THE ENGINE)
AGB
CTC-227-055-00 OIL SYSTEM INTRODUCTION (-5A)

EFFECTIVITY
ENGINE
GENERAL Page 51
TOC FAMILIARIZATION
EFFECTIVITY
ENGINE
GENERAL Page 52
FAMILIARIZATION
TOC
BASIC ENGINE
EFFECTIVITY
BASIC ENGINE
GENERAL Page 53
ALL CFM56-5A/-5B FOR A318-A319-A320-A321 FAMILIARIZATION Apr 06
TOC
The CFM56-5A/-5B engine consists of two independent

rotating systems:
- The low pressure system rotational speed is
designated N1.
- The high pressure system rotational speed is
designated N2.
The engine rotors are supported by 5 bearings, identified

in manuals as numbers 1 thru 5, where No 1 is the
most forward and No 5 the most aft. These bearings are
housed in 2 dry sump cavities provided by the fan and
turbine frames.
Engine structural rigidity is obtained with short lengths

between two main structures (frames).
The accessory drive system uses energy from the high

pressure compressor rotor to drive the engine and aircraft
accessories. It also plays a major role in starting.
EFFECTIVITY
BASIC ENGINE
GENERAL Page 54
ALL CFM56-5A/-5B FOR A318-A319-A320-321 FAMILIARIZATION Apr 06
TOC
5 BEARINGS
ACCESSORY
DRIVE SYSTEM LP SYSTEM
N1 SPEED
2 FRAMES
HP SYSTEM
N2 SPEED
2 SUMPS
CTC-227-005-01
ENGINE CONCEPT (-5B)
EFFECTIVITY
BASIC ENGINE
GENERAL Page 55
TOC
EFFECTIVITY
BASIC ENGINE
GENERAL Page 56
TOC
5 BEARINGS
ACCESSORY
DRIVE LP SYSTEM
N1 SPEED
2 FRAMES
HP SYSTEM
N2 SPEED
2 SUMPS
CTC-227-058-00 ENGINE CONCEPT (-5A)

EFFECTIVITY
BASIC ENGINE
GENERAL Page 57
TOC
BEARINGS AND SEALS
Main Engine Bearings
The engine contains five main bearings, which support

the rotors.
There are two types of bearings:

- Ball bearings, which absorb axial and radial loads.
- Roller bearings, which absorb only radial loads.
Bearings need permanent oil lubrication, so they are

located in the two dry sump cavities, which are pressure
sealed.
- The forward sump cavity houses No 1, No 2 and No 3

bearings:
- No 1 and No 2 bearings hold the fan shaft.
- No 3 bearing holds the front of the HP shaft.
- The rear sump cavity houses No 4 and No 5 bearings:

- No 4 bearing holds the rear of the HP shaft.
- No 5 bearing holds the rear of the LPT shaft.
EFFECTIVITY
BASIC ENGINE
GENERAL Page 58
TOC
FAN FRAME TURBINE FRAME
FORWARD REAR SUMP

SUMP
No 1 No 2 No 3 No 3 No 4 No 5
BEARING BEARING BEARING BEARING BEARING BEARING
(BALL) (ROLLER) (BALL) (ROLLER) (ROLLER) (ROLLER)
FAN SHAFT LP SHAFT HP SHAFT
CTC-227-079-00 MAIN ENGINE BEARINGS

EFFECTIVITY
BASIC ENGINE
GENERAL Page 59
TOC
BEARINGS AND SEALS
Sump sealing philosophy.
The engine has 2 sumps; the forward and aft.
The forward sump is located in the cavity provided by

the fan frame and the aft sump is located in the cavity
provided by the turbine frame.
The sumps are sealed with labyrinth type oil seals, which
must be pressurized in order to ensure that the oil is
retained within the oil circuit and, therefore, minimize oil
consumption.
Pressurization air is extracted from the primary airflow

(booster discharge) and injected between the two
labyrinth seals. The air, looking for the path with the least
resistance, flows across the oil seal, thus preventing oil
from escaping.
Any oil that might cross the oil seal is collected in a cavity
between the two seals and routed to drain pipes.
Once inside the oil sump cavity, the pressurization air

becomes vent air and is directed to an air/oil rotating
separator and then, out of the engine through the center
vent tube, the rear extension duct and the flame arrestor.
EFFECTIVITY
BASIC ENGINE
GENERAL Page 60
TOC
PRESSURIZING
PORT
OIL JET
OIL SEAL
AIR SEAL
AIR SEAL AIR TO

CENTER
VENT
OIL SEAL
DRAIN ROTATING
AIR/OIL SCAVENGE
SEPARATOR
CTC-227-080-00 SEAL PRESSURIZATION PRINCIPLE

EFFECTIVITY
BASIC ENGINE
GENERAL Page 61
TOC
The CFM56-5A/-5B is a modular concept design engine.

It has 17 different modules that are enclosed within three
major modules and an accessory drive module.
The 3 Major Modules are:

- The Fan Major Module.
- The Core Engine Major Module.
- The Low Pressure Turbine Major Module.
EFFECTIVITY
BASIC ENGINE
GENERAL Page 62
TOC
CORE ENGINE
MAJOR MODULE
FAN MAJOR
MODULE
- 5B
LOW PRESSURE TURBINE

MAJOR MODULE
ACCESSORY DRIVE
MODULE
CTC-227-006-01
MODULAR DESIGN (-5B)
EFFECTIVITY
BASIC ENGINE
GENERAL Page 63
TOC
EFFECTIVITY
BASIC ENGINE
GENERAL Page 64
TOC
CORE ENGINE
MAJOR MODULE
FAN MAJOR
MODULE
- 5A
LOW PRESSURE TURBINE

MAJOR MODULE
ACCESSORY DRIVE MODULE
CTC-227-059-00 MODULAR DESIGN (-5A)

EFFECTIVITY
BASIC ENGINE
GENERAL Page 65
TOC
FAN MAJOR MODULE
The fan major module consists of 4 modules:
- Fan and booster module.

- No 1 and 2 bearing support module.
- Fan frame module.
- Inlet gearbox and No 3 bearing.
EFFECTIVITY
BASIC ENGINE
GENERAL Page 66
TOC
FAN FRAME
MODULE
FAN AND
BOOSTER
MODULE
INLET GEARBOX
AND No 3 BEARING
No 1 AND No 2
BEARING SUPPORT
MODULE
CTC-227-060-00
FAN MAJOR MODULE
EFFECTIVITY
BASIC ENGINE
GENERAL Page 67
TOC
CORE ENGINE MAJOR MODULE
The core engine is a high pressure, high speed, gas The core engine consists of the following:
generator that produces the power to drive the engine.
The HPC.
Fan discharge air is compressed in the High Pressure - HPC rotor.
Compressor (HPC), heated and expanded in the - HPC front stator.
combustion chamber. It is then directed by the High - HPC rear stator.
Pressure Turbine (HPT) nozzles onto the HPT rotor.
Energy not extracted from the gas stream by the HPT The combustion section.
rotor is used to drive the Low Pressure Turbine (LPT), fan - Combustor casing.
rotors and booster. - Combustion chamber.
In running conditions, the core engine also provides a The HPT.

torque to drive the accessories installed on the AGB. - HPT nozzle.
- HPT rotor.
During engine start an Air Starter drives the core engine - HPT shroud & Stage 1 LPT nozzle.
through the accessory drive system.
The forward end of the core is supported by the No 3 ball

and roller bearings, located in the Fan Major Module.
The aft end is supported by the No 4 roller bearing,

located in the LPT Major Module.
EFFECTIVITY
BASIC ENGINE
GENERAL Page 68
TOC
COMBUSTION
HIGH PRESSURE CASE
COMPRESSOR STATOR
COMBUSTOR
HIGH PRESSURE
TURBINE NOZZLES
FUEL NOZZLES
HIGH PRESSURE
HPC STATOR TURBINE SHROUDS
STAGE 1 LPT
HIGH PRESSURE
NOZZLES
COMPRESSOR ROTOR
IGB & No 3 BEARING

No 4 BEARING
HIGH PRESSURE
HPC TURBINE ROTOR
ROTOR
AIR DUCT
CTC-227-008-01
CORE ENGINE MAJOR MODULE
EFFECTIVITY
BASIC ENGINE
GENERAL Page 69
TOC
LOW PRESSURE TURBINE (LPT) MAJOR MODULE
The purposes of the LPT major module are:
- To transform the pressure and velocity of gasses

coming from the High Pressure Turbine (HPT),
into mechanical power to drive the fan and booster
module.
- To provide a rear support for the HP and LP rotors.
- To provide rear mounts for engine installation on the

aircraft.
The LPT major module is located at the rear of the

engine, and consists of:
- The LPT rotor/stator module.
- The LPT shaft module.
- The turbine frame module.
EFFECTIVITY
BASIC ENGINE
GENERAL Page 70
TOC
TURBINE FRAME
LPT ROTOR /
STATOR
ASSEMBLY
LPT SHAFT
CTC-227-061-00
LOW PRESSURE TURBINE MODULE
EFFECTIVITY
BASIC ENGINE
GENERAL Page 71
TOC
ACCESSORY DRIVE SYSTEM
At engine start, the accessory drive system transmits

external power from the engine air starter to drive the
core engine.
When the engine is running, the accessory drive system

extracts part of the core engine power and transmits it
through a series of gearboxes and shafts in order to drive
the engine and aircraft accessories.
For maintenance tasks, the core can be cranked

manually through the Accessory Gearbox.
The accessory drive system is located at the 6 o’clock

position and consists of the following components:
- Inlet Gearbox (IGB), which takes power from the

HPC front shaft.
- Radial Drive Shaft (RDS), which transmits the power
to the Transfer Gearbox.
- Transfer Gearbox (TGB), which redirects the torque.
- Horizontal Drive Shaft (HDS), which transmits
power from the Transfer Gearbox to the Accessory
Gearbox.
- Accessory Gearbox (AGB), which supports and
drives both engine and aircraft accessories.
EFFECTIVITY
BASIC ENGINE
GENERAL Page 72
TOC
INLET GEARBOX
(IGB)
RADIAL DRIVE
SHAFT (RDS)
HORIZONTAL
DRIVE SHAFT
(HDS)
ACCESSORY GEARBOX
(AGB)
TRANSFER GEARBOX
(TGB)
CTC-227-010-01 ACCESSORY DRIVE SECTION DESIGN

EFFECTIVITY
BASIC ENGINE
GENERAL Page 73
TOC
ACCESSORY GEARBOX
The accessory gearbox supports and drives both aircraft Its rear face connects with the HDS coupling tube and
and engine accessories. provides mounting pads for:
- The fuel pump.
The AGB assembly is mounted under the fan inlet case at - The N2 speed sensor.
the 6 o’clock position and is secured by 2 clevis mounts - The starter.
with shouldered bushings.
Some of the accessories are installed on the AGB
The housing is an aluminium alloy casting. through Quick Attach/Detach (QAD) rings.
The AGB consists of a gear train that reduces and

increases the rotational speed to meet the specific drive
requirements of each accessory.
The AGB’s front face has mounting pads for the following
equipment:
- Lube unit.
- Hydraulic pump.
- Hand-cranking drive.
- Control alternator.
- Integrated Drive Generator (IDG).
EFFECTIVITY
BASIC ENGINE
GENERAL Page 74
TOC
CLEVIS MOUNT
FUEL PUMP/HMU PAD
N2 SPEED SENSOR
MOUNTING PAD
LUBRICATION
UNIT PAD
HORIZONTAL
DRIVE COUPLING
TUBE
STARTER PAD HYDRAULIC PUMP PAD
FWD
HANDCRANKING PAD
CLEVIS MOUNT CONTROL ALTERNATOR PAD
IDG PAD
CTC-227-011-01 ACCESSORY GEARBOX HOUSING

EFFECTIVITY
BASIC ENGINE
GENERAL Page 75
TOC
EFFECTIVITY
BASIC ENGINE
GENERAL Page 76
TOC
ENGINE SYSTEMS
EFFECTIVITY
ENGINE
SYSTEMS Page 77
TOC FAMILIARIZATION
FADEC SYSTEM INTRODUCTION
FADEC purposes.
The CFM56-5A/-5B operates through a system known as

FADEC (Full Authority Digital Engine Control).
It takes complete control of engine systems in response

to inputs from the aircraft. It also provides information to
the aircraft for flight deck indications, engine condition
monitoring, maintenance reporting and troubleshooting.
- It performs fuel control and provides limit protections

for N1 and N2.
- It controls the engine start sequence and prevents
the engine from exceeding starting EGT limits
(aircraft on ground).
- It manages the thrust according to 2 modes: manual
and autothrust.
- It provides optimal engine operation by controlling
compressor airflow and turbine clearances.
- It completly supervises the thrust reverser operation.
- Finally, it controls IDG cooling fuel recirculation to
the aircraft tank.
EFFECTIVITY
ENGINE
SYSTEMS Page 78
FAMILIARIZATION
TOC
POWER MANAGEMENT ACTIVE CLEARANCE

CONTROL CONTROL
FADEC
STARTING / SHUTDOWN / VARIABLE GEOMETRY
IGNITION CONTROL CONTROL
OIL TEMPERATURE THRUST REVERSER

FUEL CONTROL
CONTROL CONTROL
CTC-227-012-00 FADEC PUPOSES

EFFECTIVITY
ENGINE
SYSTEMS Page 79
TOC FAMILIARIZATION
FADEC SYSTEM INTRODUCTION
FADEC components.
The FADEC system consists of:
- An Engine Control Unit (ECU) containing two

identical computers, designated channel A and
channel B. The ECU electronically performs
engine control calculations and monitors the
engine’s condition.
- A Hydro-Mechanical Unit (HMU), which converts

electrical signals from the ECU into hydraulic
pressures to drive the engine’s valves and
actuators.
- Peripheral components such as valves, actuators

and sensors used for control and monitoring.
EFFECTIVITY
ENGINE
SYSTEMS Page 80
FAMILIARIZATION
TOC
CONTROL SIGNALS
T3 T49.5 TCASE TEO P0 PS12 PS3 N1 N2

T25
28V HARDWIRE T12

FEEDBACK SIGNALS
115V DIGITAL
400Hz (ARINC 429)
IGNITION
ECU VBV VSV TBV** BSV* HPT LPT

ALTERNATOR CCV CCV
ID
PLUG FRV
FUEL HYDRO-
(FMV)
MECHANICAL
UNIT (HMU)
** ON -5B ONLY
FUEL
REVERSER
FLOW PS13 P25 T5
SOLENOIDS
* ON -5A ONLY
+ SWITCHES
STARTER PMUX (OPTIONAL)
AIR VALVE
CTC-227-013-01 FADEC SYSTEM

EFFECTIVITY
ENGINE
SYSTEMS Page 81
TOC FAMILIARIZATION
ELECTRONIC CONTROL UNIT
ECU location.
The ECU is a dual channel computer housed in an

aluminium chassis, which is secured on the right hand
side of the fan inlet case.
Four mounting bolts, with shock absorbers, provide

isolation from shocks and vibrations.
Two metal straps ensure ground connection.
ECU cooling system.
To operate correctly, the ECU requires cooling to maintain

internal temperatures within acceptable limits.
Ambient air is picked up by an air scoop, located on the

right hand side of the fan inlet cowl. This cooling air is
routed up to the ECU internal chamber, around channel
A and B compartments, and then exits through an outlet
port in the fan compartment.
EFFECTIVITY
ENGINE
SYSTEMS Page 82
FAMILIARIZATION
TOC
COOLING FAN INLET

DUCT COWL
ECU INLET
- 5B - 5A
MOUNTING INLET MOUNTING COOLING

BOLT BOLT AIR OUTLET
FWD
PRESSURE
CONNECTORS
ECU OUTLET ELECTRICAL ECU

CONNECTORS
CTC-227-014-01 ELECTRONIC CONTROL UNIT
EFFECTIVITY
ENGINE
SYSTEMS Page 83
TOC FAMILIARIZATION
Engine Rating / Identification Plug.
The engine rating/identification plug provides the ECU

with engine configuration information for proper engine
operation (ex. rating, SAC/DAC, /P version, etc...).
It is plugged into connector J14 at the bottom of the

ECU, and attached to the fan case by a metallic braid. It
remains with the engine even after ECU replacement.
The plug includes a coding circuit, soldered to the plug

connector pins.
The ECU stores schedules in its Non-Volatile Memory

(NVM) for all available engine configurations.
During initialization, it reads the plug.
In the case of a missing or invalid ID plug, the ECU

uses the value stored in the NVM for the previous plug
configuration.
EFFECTIVITY
ENGINE
SYSTEMS Page 84
FAMILIARIZATION
TOC
- 5B - 5A
SAFETY WIRE
CODING
CIRCUIT
(FUSE
LINKS)
PUSH-PULL LINK
CODING CIRCUIT
O-RING
METALLIC
METALLIC BRAID
BRAID
BOLTED ON THE
FAN CASE
CTC-227-015-01 IDENTIFICATION PLUG DESCRIPTION

EFFECTIVITY
ENGINE
SYSTEMS Page 85
TOC FAMILIARIZATION
The ECU can be powered either by the aircraft or by the Control Alternator.
control alternator, depending on engine speed.
The control alternator provides two separate power
ECU power supply. sources from two independent windings.
The ECU is provided with redundant power sources to One is hardwired to channel A, the other to channel B.
ensure an uninterrupted and failsafe power supply.
The alternator is capable of supplying the necessary
A logic circuit within the ECU, automatically selects the power above an engine speed of approximately 10% N2.
correct power source by controlling switches inside the
EIU. GSE test equipment provides 28 VDC power to the ECU
during bench testing and it is connected to connector J15.
The power sources are the aircraft 28 VDC normal and
emergency busses, connected to the A/C batteries.
The two aircraft power sources are routed through the

EIU 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.
EFFECTIVITY
ENGINE
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FAMILIARIZATION
TOC
A/C 28 VDC ESSENTIAL BUS
A/C 28 VDC BAT BUS (ENG1) DC BUS (ENG2)
EIU
GSE
J1 J15 J2
J9 J10
ECU
CONTROL
ALTERNATOR
14-300
VAC
CTC-227-016-01 ECU POWER SUPPLY

EFFECTIVITY
ENGINE
SYSTEMS Page 87
TOC FAMILIARIZATION
ECU control alternator.
The control alternator supplies electrical power directly

to 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 by

means of three bolts.
- Two electrical connectors, one for each ECU
channel.
- A rotor, secured on the AGB gearshaft by a nut.
This control alternator is a “wet” type alternator, cooled

down with AGB engine oil.
EFFECTIVITY
ENGINE
SYSTEMS Page 88
FAMILIARIZATION
TOC
WASHER BOLT
AGB
ATTACHMENT
ELECTRICAL
PAD
CABLE
CONNECTOR
ROTOR CHANNEL A
NUT
ELECTRICAL
CABLE CONNECTOR
CHANNEL B
CTC-227-017-01 ECU CONTROL ALTERNATOR DESIGN

EFFECTIVITY
ENGINE
SYSTEMS Page 89
TOC FAMILIARIZATION
ENGINE SENSORS
Aerodynamic stations.
The ECU requires information on the engine gas path

and operational parameters in order to control the engine
during all flight phases.
Sensors are installed at aerodynamic stations and

various engine locations, to measure engine parameters
and provide them to the ECU subsystems.
Sensors located at aerodynamic stations have the same

number as the station, e.g. T25.
Sensors placed at other engine locations have a

particular name, e.g. T case sensor.
EFFECTIVITY
ENGINE
SYSTEMS Page 90
FAMILIARIZATION
TOC
0 12 13 17
2 25 3 49.5 5
- 5B
0 12 13 17
2 25 3 49.5 5
- 5A
CTC-227-018-01 AERODYNAMIC STATIONS

EFFECTIVITY
ENGINE
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TOC FAMILIARIZATION
ENGINE SENSORS
Speed sensors. Pressure sensors.
LP rotating system speed, N1. Ambient static pressure, P0.

HP rotating system speed, N2. HPC discharge static pressure, PS3 or CDP.
Engine inlet static pressure, PS12.
Resistive Thermal Device (RTD sensors). Fan discharge static pressure, PS13 (optional).
HPC inlet total pressure, P25 (optional).
Fan inlet temperature, T12.
High Pressure Compressor inlet temperature, T25. The pressures are measured through transducers (quartz
capacitive pressure sensors) located in the ECU.
Thermocouples.
Vibration sensors.
Compressor discharge temperature, T3.
Exhaust Gas Temperature, EGT or T49.5. There are two vibration sensors, which are installed
LPT discharge temperature, T5 (optional monitoring kit). on the engine and connected to the Engine Vibration
HPT shroud support temperature, T Case. Monitoring Unit (EVMU).
Engine Oil Temperature, TEO.
EFFECTIVITY
ENGINE
SYSTEMS Page 92
FAMILIARIZATION
TOC
T25 T3
T49.5
P25 PS3 (EGT)
PS13
T12
T5
PS12
TRF
(TAKEN ON ECU ITSELF) VIB SENSOR
P0
T CASE
N1
- 5B
SPEED SENSOR
TEO
No 1 BRG
VIB SENSOR
N2
CTC-227-019-01 ENGINE SENSORS (- 5B)

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ENGINE
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TOC FAMILIARIZATION
EFFECTIVITY
ENGINE
SYSTEMS Page 94
FAMILIARIZATION
TOC
T25 T3
PS13 T49.5
P25 PS3 (EGT)
T12
T5
PS12
(TAKEN ON ECU ITSELF)

TRF
P0 VIB SENSOR
T CASE
N1
- 5A
SPEED SENSOR
No 1 BRG TEO
VIB SENSOR
N2
SPEED SENSOR
CTC-227-063-00 ENGINE SENSORS (- 5A)

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ENGINE
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TOC FAMILIARIZATION
STARTING SYSTEM
The FADEC is able to control engine starting, cranking

and 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 specific

messages.
EFFECTIVITY
ENGINE
SYSTEMS Page 96
FAMILIARIZATION
TOC
AIR DUCTS
SAV
IGNITION
BOXES
ECU
IGNITER
STARTER
IGNITION
LEADS
CTC-227-064-00 STARTING SYSTEM (- 5B) SHOWN (- 5A IDENTICAL)

EFFECTIVITY
ENGINE
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TOC FAMILIARIZATION
STARTING SYSTEM
When the starter air valve is energized, it opens and air

pressure is delivered to the pneumatic starter.
The pneumatic starter provides the necessary torque to

drive 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 55 psi).
EFFECTIVITY
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FAMILIARIZATION
TOC
PRESSURIZED
AIR
FROM A/C
AIR BLEED
SYSTEM
PYLON
INTERFACE
CONNECTION BOX
UPPER
DUCT
ECU
STARTER AIR VALVE

LOWER
DUCT PNEUMATIC STARTER
CTC-227-020-01 STARTING OPERATION (- 5B) SHOWN (- 5A IDENTICAL)

EFFECTIVITY
ENGINE
SYSTEMS Page 99
TOC FAMILIARIZATION
IGNITION GENERAL
The purpose of the ignition system is to ignite the air/fuel

mixture within the combustion chamber.
The engine is equipped with a dual ignition system,

located on the right-hand side of the fan case and both
sides of the core.
The ignition system has two independent circuits

consisting of :
- 2 high energy ignition exciters.
- 2 ignition lead assemblies.
- 2 spark igniters.
A current is supplied to the ignition exciters and

transformed into high voltage pulses. These pulses are
sent, through ignition leads, to the tip of the igniter plugs,
producing sparks.
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ENGINE
SYSTEMS Page 100
FAMILIARIZATION
TOC
EXCITER (2)
SPARK IGNITER (2)
IGNITION LEAD
ASSEMBLY (2)
CTC-227-065-00 IGNITION GENERAL

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ENGINE
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TOC FAMILIARIZATION
POWER MANAGEMENT
The power management function computes the fan speed

(N1) necessary to achieve a desired thrust.
The FADEC manages power, according to two thrust

modes:
- Manual mode, depending on the Thrust Lever Angle.
- Autothrust mode, according to the autothrust

function generated by the autoflight system.
Power management uses N1 as the thrust setting

parameter.
It is calculated for the appropriate engine ratings (coded

in the identification plug) and based upon ambient
conditions, Mach number (ADIRU’s) and engine bleeds
(ECS).
EFFECTIVITY
ENGINE
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FAMILIARIZATION
TOC
THROTTLE
RESOLVER ANGLE
AMBIENT
CONDITIONS
PWR
MAN N1 COMMAND
ENGINE
BLEEDS
EIU
AUTO THRUST
SYSTEM
ID PLUG
CTC-227-022-01 POWER MANAGEMENT

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ENGINE
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TOC FAMILIARIZATION
FUEL DISTRIBUTION
The fuel distribution components consist of:
- Fuel supply and return lines (not shown).

- 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.
- An IDG oil cooler.
- A Fuel Return Valve (FRV).
(-5B):
- A fuel manifold.
- Twenty fuel nozzles.
(-5A):
- A Burner Staging Valve (BSV).
- Two fuel manifolds (each with 10 nozzles).
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TOC
IDG OIL
FUEL RETURN
COOLER
VALVE
FUEL MANIFOLD
(PARTIAL)
- 5B
MAIN OIL/FUEL
HEAT EXCHANGER
FUEL
NOZZLE
SERVO
FUEL
HEATER
FUEL NOZZLE
FILTER
FUEL HMU FUEL FLOW

PUMP TRANSMITTER
CTC-227-023-01
FUEL DISTRIBUTION COMPONENTS (- 5B)
EFFECTIVITY
ENGINE
SYSTEMS Page 105
TOC FAMILIARIZATION
EFFECTIVITY
ENGINE
SYSTEMS Page 106
FAMILIARIZATION
TOC
FUEL FUEL MANIFOLD

RETURN VALVE (PARTIAL)
BURNER
STAGING VALVE
MAIN OIL/FUEL
HEAT EXCHANGER
SERVO
FUEL
HEATER
FUEL
NOZZLE
FUEL
PUMP FUEL NOZZLE
FILTER
IDG
OIL COOLER HMU
FUEL FLOW
TRANSMITTER
CTC-227-066-00 FUEL DISTRIBUTION COMPONENTS (- 5A)

EFFECTIVITY
ENGINE
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FUEL DISTRIBUTION
Fuel from the A/C tank enters the engine fuel pump, (-5A, 5B):
through a fuel supply line.
The other fuel flow goes to the servo fuel heater, which
After passing through the pump, the pressurized fuel warms up the fuel to prevent any ice particles entering
goes to the main oil/fuel heat exchanger in order to cool sensitive servo systems.
down the engine scavenge oil.
The heated fuel flow enters the HMU servo-mechanism
It then goes back to the fuel pump, where it is filtered, and is then directed to the various fuel-actuated
pressurized and split into two fuel flows. components.
(-5B): A line brings unused fuel, from the HMU, back to the inlet
of the main oil/fuel heat exchanger, through the IDG oil
The main fuel flow goes through the HMU metering cooler.
system, the fuel flow transmitter and fuel nozzle filter and
is then directed to the 20 fuel nozzles. A Fuel Return Valve (FRV), also installed on this line, may
redirect some of this returning fuel back to the A/C tank.
(-5A):
Before returning to the A/C tank, the hot fuel is mixed
The main fuel flow goes through the HMU metering with cold fuel from the outlet of the LP stage of the fuel
system, the fuel flow transmitter and the fuel nozzle filter pump.
and is then directed to the fuel nozzles and the BSV.
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FAMILIARIZATION
TOC
TO A/C TANKS
FROM A/C
FUEL RETURN
VALVE
FUEL MAIN
PUMP
OIL/FUEL
LP STAGE IDG
HEAT
OIL
EXCHANGER
COOLER
FUEL
FILTER
HMU
HP STAGE METERING FUEL
SYSTEM FUEL FLOW 20 FUEL
NOZZLE
TRANSMITTER NOZZLES
FILTER
HMU
SERVO VALVES
SERVO ON - 5A ONLY
MECHANISMS ACTUATORS
FUEL
FUEL
HEATER 10 FUEL
NOZZLE
FILTER NOZZLES
10 FUEL
BSV
NOZZLES
CTC-227-024-01
FUEL DISTRIBUTION
EFFECTIVITY
ENGINE
SYSTEMS Page 109
TOC FAMILIARIZATION
FUEL PUMP
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 different flows.
- To deliver pressurized fuel to the main oil/fuel heat
exchanger.
- To filter the fuel before it is delivered to the fuel
control system.
- To drive the HMU.
The engine fuel pump is located on the accessory

gearbox aft face, on the left hand side of the horizontal
drive shaft housing.
The fuel supply line is routed from a hydraulic junction

box, 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 back
up to the hydraulic junction box.
EFFECTIVITY
ENGINE
SYSTEMS Page 110
FAMILIARIZATION
TOC
VIEW A
FWD
AIRPLANE FUEL SUPPLY
QAD
LINE ATTACH FLANGE
ATTACH
FLANGE
DRIVE A
SHAFT
FWD OIL/FUEL HEAT

EXCHANGER
FUEL ATTACH FLANGE
FILTER
FUEL PUMP AND
OUTPUT
FILTER ASSEMBLY
SHAFT
TO HMU
CTC-227-025-01 FUEL PUMP (- 5B) SHOWN (- 5A IDENTICAL)

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ENGINE
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OIL/FUEL HEAT EXCHANGERS
The purpose of the main oil/fuel heat exchanger is to

cool the engine scavenge oil with cold fuel, through
conduction and convection, inside the exchanger where
both fluids circulate.
The servo fuel heater is another heat exchanger which

uses engine scavenge oil as the heat source to warm up
fuel in the fuel control system. This prevents ice particles
from entering sensitive servo mechanisms.
The exchangers are installed at the 7 o’clock position, in

the fuel pump housing area.
EFFECTIVITY
ENGINE
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FAMILIARIZATION
TOC
MAIN OIL/FUEL SERVO

HEAT EXCHANGER FUEL HEATER
HMU
AGB FUEL PUMP
CTC-227-026-01 OIL/FUEL HEAT EXCHANGERS

EFFECTIVITY
ENGINE
SYSTEMS Page 113
TOC FAMILIARIZATION
HYDROMECHANICAL UNIT
The Hydro-Mechanical Unit (HMU) transforms electrical

signals sent from the ECU into hydraulic pressures in
order to actuate various actuators used in engine control.
It is installed on the aft side of the accessory gearbox at

the 7 o’ clock position and mounts directly onto the fuel
pump.
EFFECTIVITY
ENGINE
SYSTEMS Page 114
FAMILIARIZATION
TOC
HMU
CTC-227-028-01 HYDROMECHANICAL UNIT LOCATION

EFFECTIVITY
ENGINE
SYSTEMS Page 115
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FUEL FLOW TRANSMITTER
The purpose of the fuel flow transmitter is to provide the

ECU with information, for indicating purposes, on the
weight of fuel used for combustion.
Located in the fuel flow path at the 7 o’clock position,

between the HMU metered fuel discharge port and the
fuel nozzle filter, it is bolted on installation brackets on the
rear side 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.
EFFECTIVITY
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FAMILIARIZATION
TOC
HYDROMECHANICAL
FORWARD UNIT
FUEL DISCHARGE TO FUEL

TUBE NOZZLE FILTER
FLOW
FROM HMU
UP
HMU
DISCHARGE INLET OUTLET
PORT
ELECTRICAL
CONNECTOR
INSTALLATION BRACKET
FUEL SUPPLY HOSE
CTC-227-029-01 FUEL FLOW TRANSMITTER

EFFECTIVITY
ENGINE
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TOC FAMILIARIZATION
FUEL NOZZLE FILTER
The fuel nozzle filter (also called downstream fuel filter)

is installed above the top of the HMU between 7 and 8
o’clock and connected to the fuel flow transmitter.
The fuel nozzle filter collects any contaminants that may

still be left in the fuel before it goes to the fuel nozzle
supply manifold.
EFFECTIVITY
ENGINE
SYSTEMS Page 118
FAMILIARIZATION
TOC
FUEL NOZZLE
FILTER
NOZZLE
MANIFOLD
FROM
FUEL FLOW
TRANSMITTER
FUEL FLOW
TRANSMITTER
HMU
CTC-227-030-01 FUEL NOZZLE FILTER (OR DOWNSTREAM FUEL FILTER)

EFFECTIVITY
ENGINE
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TOC FAMILIARIZATION
BURNER STAGING VALVE (-5A ONLY)
The purpose of the Burner Staging Valve (BSV) is to

close the fuel supply to the staged manifold.
In this condition, only ten fuel nozzles are supplied with

fuel.
The BSV is installed on a support bracket on the core

engine at the 6 o’clock position.
EFFECTIVITY
ENGINE
SYSTEMS Page 120
FAMILIARIZATION
TOC
CTC-227-031-01
BURNER STAGING VALVE (-5A ONLY)
EFFECTIVITY
ENGINE
SYSTEMS Page 121
TOC FAMILIARIZATION
FUEL NOZZLE (SAC)
The fuel nozzles spray fuel into the combustion chamber

and ensure good light-off capability and efficient burning
at all engine power settings.
There are twenty fuel nozzles, which are installed all

around the combustion case area, in the forward section.
All nozzles feature a primary and a secondary fuel flow,

depending on fuel pressure.
EFFECTIVITY
ENGINE
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FAMILIARIZATION
TOC
- 5B FUEL
MANIFOLD
FUEL
NOZZLE
- 5A
FUEL
MANIFOLD
FUEL NOZZLE
COMBUSTION
CHAMBER
COMBUSTION
CASE
COMBUSTION
CHAMBER
CTC-227-032-01 FUEL NOZZLE (SAC)

EFFECTIVITY
ENGINE
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TOC FAMILIARIZATION
FUEL NOZZLE (DAC) (-5B ONLY)
The DAC fuel manifold consists of 20 nozzles, which are

of two types:
- the cooling nozzles

- the bleed nozzles
Both nozzle types are similar in function and fuel

management, bu spray fuel in different areas of the
combustion chamber.
Each nozzle has two tips. The upper tip supplies fuel to
the pilot burner zone, and the lower tip to the main burner
zone.
All nozzles feature a primary and a secondary fuel flow,

depending on fuel pressure.
EFFECTIVITY
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FAMILIARIZATION
TOC
FUEL MANIFOLD
CONNECTIONS
FUEL NOZZLE
(TYPICAL)
PILOT FUEL
NOZZLE TIP
PILOT BURNER
ZONE
MAIN BURNER
ZONE
FWD
MAIN FUEL
NOZZLE TIP
CTC-227-033-01
FUEL NOZZLE (DAC) (-5B ONLY)
EFFECTIVITY
ENGINE
SYSTEMS Page 125
TOC FAMILIARIZATION
IDG OIL COOLER
The Integrated Drive Generator (IDG) oil cooler uses the (-5A, -5B):
HMU by-pass fuel flow to cool down the oil used in the
IDG mechanical area. The interfaces are:
(-5B): - The fuel supply and return lines.
The IDG oil cooler is located on the fan case, just - The oil supply and return lines.
above the engine oil tank, between the 9 and 10 o’clock
positions. After the heat exchange, the fuel returns to the inlet of the
main oil/fuel heat exchanger, and the oil goes back to the
The unit consists of a matrix providing the heat exchange IDG.
operation, a housing, and a cover enclosing a by-pass
valve.
(-5A):
The IDG oil cooler is installed on the fan case at the 5.30
clock position, in front of the AGB.
The IDG oil cooler is of the tubular type, and consists of a

removable core, a housing, and a cover.
The housing includes a pressure relief valve connected in
parallel with the fuel inlet and outlet ports.
EFFECTIVITY
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FAMILIARIZATION
TOC
- 5B
BY-PASS INTEGRATED
VALVE DRIVE
OIL IN GENERATOR
OIL OUT
HMU
MATRIX
(INSIDE)
FUEL IN
FUEL OUT
HOUSING
DRAIN PLUG
MAIN OIL/FUEL COVER
HEAT
EXCHANGER
CTC-227-034-01 IDG OIL COOLER DESIGN (-5B)

EFFECTIVITY
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TOC FAMILIARIZATION
EFFECTIVITY
ENGINE
SYSTEMS Page 128
FAMILIARIZATION
TOC
- 5A MAIN OIL/FUEL
HEAT
EXCHANGER
CORE
INSIDE
FUEL HMU
“OUT” FUEL
“IN”
HOUSING
COVER
OIL
“OUT”
OIL
“IN” DRAIN PLUG
INTEGRATED
DRIVE
GENERATOR
CTC-227-067-00 IDG OIL COOLER DESIGN (-5A)

EFFECTIVITY
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FUEL RETURN VALVE
The Fuel Return Valve (FRV) returns part of the fuel to

the A/C tanks to increase the cooling efficiency of the
fuel/IDG oil cooler.
(-5B):
The FRV is mounted on a bracket on the left hand side

of the fan inlet case, at the 10 o’clock position, above the
IDG oil cooler.
(- 5A):
The FRV is mounted on a bracket on the left hand side of

the fan inlet case, at the 8.30 o’clock position, next to the
oil tank.
(-5B, -5A)
Inside the FRV, cold fuel from the fuel pump LP stage
outlet is mixed with the warm fuel returning from the IDG
oil cooler. This is to limit the temperature of the fuel going
back to the A/C tank.
The FRV is fuel operated and electrically controlled

through the ECU control logic.
EFFECTIVITY
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FAMILIARIZATION
TOC
- 5B TO A/C
FAN CASE
BRACKET
TO FUEL DRAIN
FROM HP
FUEL PUMP
FROM IDG COOLER
CONNECTOR
CHANNEL A CONNECTOR
CHQNNEL B
FROM LP
FUEL PUMP
COLD
HOT
CTC-227-035-01 FUEL RETURN VALVE INTERFACE (-5B)

EFFECTIVITY
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SYSTEMS Page 131
TOC FAMILIARIZATION
EFFECTIVITY
ENGINE
SYSTEMS Page 132
FAMILIARIZATION
TOC
RETURN TO
- 5A AIRCRAFT
TANK
FUEL
RETURN
TUBE OIL TANK
FWD
PSF
COLD FUEL
P STOP
(SOV)
FUEL
RETURN
VALVE ECU HOT FUEL
CTC-227-068-00 FUEL RETURN VALVE (-5A)

EFFECTIVITY
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VARIABLE GEOMETRY CONTROL SYSTEM
The variable geometry control system is designed to At low speed, they are fully open and reject part of
maintain satisfactory compressor performance over a the booster discharge air into the secondary airflow,
wide range of operation conditions. preventing the LPC from stalling.
The system consists of: At high speed, the VBV’s are closed.
- A Variable Bleed Valve (VBV) system, located The HPC is equipped with one Inlet Guide Vane (IGV)
downstream from the booster. stage and three VSV stages.
- A Variable Stator Vane (VSV) system, located within An actuation system changes the orientation of the vanes
the first stages of the HPC. to provide the correct angle of incidence to the air stream
at the blades leading edge, improving HPC stall margins.
The compressor control system is commanded by the
ECU and operated through HMU hydraulic signals.
At low speed, the LP compressor supplies a flow of air

greater than the HP compressor can accept.
To establish a more suitable air flow, VBV’s are installed

on the contour of the primary airflow stream, between the
booster and the HPC.
EFFECTIVITY
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FAMILIARIZATION
TOC
- 5A - 5B
VARIABLE BLEED VALVES
(VBV)
SLIDE
INLET GUIDE VANES

(IGV)
VARIABLE
STATOR VANES
(VSV)
CTC-227-036-01 COMPRESSOR CONTROL DESIGN

EFFECTIVITY
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TOC FAMILIARIZATION
VARIABLE BLEED VALVE
The purpose of the Variable Bleed Valve (VBV) system is

to regulate the amount of air discharged from the booster
into the inlet of the HPC.
To eliminate the risk of booster stall during low power

conditions, the VBV system by-passes air from the
primary airflow into the secondary.
It is located within the fan frame mid-box structure and

consists of:
- A fuel gear motor.

- A stop mechanism.
- A master bleed valve.
- Eleven variable bleed valves.
- Flexible shafts.
- A feedback sensor.
The ECU calculates the VBV position and the HMU

provides the necessary fuel pressure to drive a fuel gear
motor, through a dedicated servo valve.
The fuel gear motor transforms high pressure fuel flow

into rotary driving power to position the master bleed
valve, through a screw in the stop mechanism.
EFFECTIVITY
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SYSTEMS Page 136
FAMILIARIZATION
TOC
11 VARIABLE BLEED VALVES VIEW A
2:30 CLOCK
POSITION
A FEEDBACK
ROD
FEEDBACK
SENSOR
(RVDT)
1 MASTER BLEED VALVE 3:30 CLOCK
FUEL
POSITION
GEAR
MOTOR
MAIN FLEXIBLE SHAFT

(NOT VISIBLE)
FWD
STOP MECHANISM
CTC-227-037-01 VBV SYSTEM

EFFECTIVITY
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TOC FAMILIARIZATION
VARIABLE STATOR VANE
The Variable Stator Vane (VSV) system positions the VSV linkage system
HPC stator vanes to the appropriate angle to optimize
HPC efficiency. It also improves the stall margin during Each VSV actuator is connected through a clevis link and
transient engine operations. a bellcrank assembly to a master rod.
The VSV position is calculated by the ECU using various The vane actuation rings are linked to the master rod in
engine parameters, and the necessary fuel pressure is the bellcrank assembly, through slave rods.
delivered by the HMU dedicated servo valve.
The actuation ring halves, which are connected at the
The VSV system is located at the front of the HP splitline of the compressor casing, rotate circumferentially
compressor and consists of 2 actuators and 2 bellcrank about the horizontal axis of the compressor.
assemblies, on both sides of the HPC case.
Movement of the rings is transmitted to the individual
The actuators, located at the 2 and 8 o’clock positions on vanes, through vane actuating levers.
the HPC case, move 4 actuation rings (made in 2 halves)
to change the angular position of the vanes.
EFFECTIVITY
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FAMILIARIZATION
TOC
VARIABLE STATOR
VANE ACTUATOR
ACTUATION
RINGS
HP COMPRESSOR
CASE
BELLCRANK
ASSEMBLIES
CTC-227-038-01 VSV SYSTEM LOCATION

EFFECTIVITY
ENGINE
SYSTEMS Page 139
TOC FAMILIARIZATION
TRANSIENT BLEED VALVE (-5B ONLY)
The Transient Bleed Valve (TBV) system improves

the HPC stall margin during engine starting and rapid
transient (acceleration and deceleration).
Using engine input parameters, the ECU logic calculates

when to open or close the TBV to duct HPC 9th stage
bleed air, in order to give optimum stability for transient
mode operations.
The 9th stage bleed air is ducted to the LPT stage 1

nozzle, providing an efficient start stall margin.
The ECU, working through the HMU, controls the TBV

position.
The TBV system consists of:
- The TBV, located on the HPC case, between the 7

and 8 o’clock positions.
- The 9th stage air IN and OUT pipes.
EFFECTIVITY
ENGINE
SYSTEMS Page 140
FAMILIARIZATION
TOC
- 5B ONLY
9TH STAGE IN
9TH STAGE OUT
TBV
CTC-227-039-01 TBV SYSTEM LOCATION (-5B ONLY)

EFFECTIVITY
ENGINE
SYSTEMS Page 141
TOC FAMILIARIZATION
HIGH PRESSURE TURBINE CLEARANCE CONTROL
The HPTCC system optimizes HPT efficiency through (-5A, -5B):

active clearance control between the turbine rotor and
shroud and reduces compressor load during starting and The HPTCC valve is located on the engine core section
transient engine conditions. at the 3 o’clock position.
(-5B): The ECU uses various engine and aircraft sensor

information to take into account the engine operating
The HPTCC system uses bleed air from the 4th and 9th range and establish a schedule.
stages to cool down the HPT shroud support structure in
order to:
- Maximize turbine efficiency during cruise.
- Minimize the peak EGT during throttle burst.
(-5A):
The HPTCC system uses bleed air from the 5th and 9th
stages to cool down the HPT shroud support structure in
order to:
- Maximize turbine efficiency during cruise.
- Minimize the peak EGT during throttle burst.
The system also includes a start bleed feature, which

provides a high level of 9th stage HPC bleed air for
increased start stall margin.
EFFECTIVITY
ENGINE
SYSTEMS Page 142
FAMILIARIZATION
TOC
- 5B 9TH STAGE
BLEED AIR DUCT
FWD
DISCHARGE 4TH STAGE HPTCC

MANIFOLD BLEED AIR DUCT VALVE
CTC-227-040-01 HPTCC SYSTEM LOCATION (-5B)

EFFECTIVITY
ENGINE
SYSTEMS Page 143
TOC FAMILIARIZATION
EFFECTIVITY
ENGINE
SYSTEMS Page 144
FAMILIARIZATION
TOC
- 5A
HPTCC START BLEED

DISCHARGE DISCHARGE TUBE
MANIFOLD
HPTCC VALVE
FWD
CTC-227-069-00 HPTCC SYSTEM LOCATION (-5A)

EFFECTIVITY
ENGINE
SYSTEMS Page 145
TOC FAMILIARIZATION
LOW PRESSURE TURBINE CLEARANCE CONTROL
The LPTCC system uses fan discharge air to cool the

LPT case during engine operation, in order to control the
LPT rotor to stator clearances.
It also protects the turbine case from over-temperature by

monitoring the EGT.
This ensures the best performance of the LPT at all

engine ratings.
The LPTCC system is a closed loop system, which

regulates the cooling airflow sent to the LPT case,
through a valve and a manifold.
The LPTCC valve is located on the engine core section

between 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.
EFFECTIVITY
ENGINE
SYSTEMS Page 146
FAMILIARIZATION
TOC
AIR DISTRIBUTION MANIFOLD
LPTCC
VALVE
LPT CASE
COOLING
TUBES (x6)
AIR
SCOOP
CTC-227-041-01 LPTCC SYSTEM LOCATION (-5B SHOWN)

EFFECTIVITY
ENGINE
SYSTEMS Page 147
TOC FAMILIARIZATION
OIL GENERAL
The purpose of the oil system is to provide lubrication

and cooling for gears and bearings located in the engine
sumps and gearboxes.
It includes the following major components:
- An oil tank, located on the left handside of the fan

case.
- An antisiphon device, close to the oil tank cover, on

the left hand side of the tank.
- A lubrication unit assembly, installed on the

accessory gearbox.
- A chip detection system, installed on the lubrication

unit.
- A main oil/fuel heat exchanger, secured on the

engine fuel pump.
EFFECTIVITY
ENGINE
SYSTEMS Page 148
FAMILIARIZATION
TOC
- 5B - 5A
ANTI-SIPHON
DEVICE
VIEW A
A OIL
TANK
MAIN OIL/FUEL
HEAT
EXCHANGER
LUBRICATION
UNIT
CTC-227-042-01 OIL DISTRIBUTION COMPONENTS LOCATION

EFFECTIVITY
ENGINE
SYSTEMS Page 149
TOC FAMILIARIZATION
OIL GENERAL
(-5B):
The oil system is self contained and may be split into the There are four scavenge lines, one per sump, which
different circuits listed below: collect the scavenge oil to deliver it to the lubrication unit
scavenge area.
- Oil supply circuit.
- Oil scavenge circuit. After passing through the lube unit, the scavenge oil is
- Oil circuit venting. returned through a unique outlet, and crosses the master
chip detector, which triggers a visual pop-out indicator in
The oil is pumped from the oil tank by the supply area of case of contamination by magnetic particles.
the lubrication unit. Before entering the unit, the supply
oil passes through the anti-siphon, which prevents the oil The oil is then cooled by engine fuel in the two fuel/oil
tank from getting emptied at engine shutdown. heat exchangers before returning to the oil tank.
After being filtered, the oil is supplied to the engine A venting line connects the oil tank with the TGB and the
sumps by three supply lines leading: main sumps to balance pressure between the different
- To the forward sump. areas.
- To the rear sump.
- To the AGB-TGB.
EFFECTIVITY
ENGINE
SYSTEMS Page 150
FAMILIARIZATION
TOC
ECAM FUEL/OIL
OIL QTY HEAT
INDICATION EXCHANGERS
ECAM OIL
ANTI OIL PRESSURE PRESSURE
SIPHON TRANSMITTER INDICATION
ECAM MIN
OIL OIL DIFFERENTIAL OIL PRESSURE
TANK PRESSURE SWITCH WARNING
FWD REAR
FILTERS SUMP SUMP
ECAM
OIL FILTER
CLOG INDICATION LUBRICATION UNIT
AGB TGB
SUPPLY AREA
VISUAL
ECAM
INDICATOR
OIL TEMP LUBRICATION UNIT
INDICATION SCAVENGE AREA
MASTER CHIP
DETECTOR
CTC-227-043-01 OIL DISTRIBUTION (-5B)

EFFECTIVITY
ENGINE
SYSTEMS Page 151
TOC FAMILIARIZATION
OIL GENERAL
(-5A):
The oil system is self contained and may be split into the There are four scavenge lines, one per sump, which
different circuits listed below: collect the scavenge oil to deliver it to the lubrication unit
scavenge area.
- Oil supply circuit.
- Oil scavenge circuit. Before entering the lube unit scavenge area, the
- Oil circuit venting. scavenge oil crosses 4 magnetic chip detectors and a
filter, which triggers a visual pop-out indicator in case of
The oil is pumped from the oil tank by the supply area of clogging.
the lubrication unit. Before entering the unit, the supply
oil passes through the anti-siphon, which prevents the oil The oil is then cooled by engine fuel in the two fuel/oil
tank from getting emptied at engine shutdown. heat exchangers before returning to the oil tank.
After being filtered, the oil is supplied to the engine A venting line connects the oil tank with the TGB and the
sumps by three supply lines leading: main sumps to balance pressure between the different
- To the forward sump. areas.
- To the rear sump.
- To the AGB-TGB.
EFFECTIVITY
ENGINE
SYSTEMS Page 152
FAMILIARIZATION
TOC
ECAM FUEL/OIL
OIL QTY HEAT
INDICATION EXCHANGERS
ECAM OIL
ANTI PRESSURE
OIL P XMTR
SIPHON INDICATION
ECAM MIN
OIL OIL DIFFERENTIAL OIL PRESSURE
TANK PRESSURE SWITCH WARNING
FWD REAR
ECAM OIL FILTER SUMP SUMP
TEMPERATURE
INDICATION
LUBRICATION UNIT
SUPPLY AREA VISUAL
CLOGGING AGB TGB
LUBRICATION UNIT INDICATORS
SCAVENGE AREA
FILTER
ECAM OIL 4MCD’s

FILTER
CLOG
INDICATION
CTC-227-070-00 OIL DISTRIBUTION (-5A)

EFFECTIVITY
ENGINE
SYSTEMS Page 153
TOC FAMILIARIZATION
OIL TANK
The oil tank stores the engine oil and is installed on the
fan case, at the 8 o’clock position, on one upper and two
lower mounts with shock absorbers.
The tank has an oil inlet tube from the exchanger, an oil
outlet to the lubrication unit and a vent tube.
To replenish the oil tank, there are a gravity filling port, a

remote filling port and an overflow port.
A scupper drain ducts any oil spillage to the drain mast

and a plug is provided for draining purposes.
The tank has a pressure tapping connected to a low oil

pressure switch and oil pressure transmitter, that are
used in cockpit indicating.
Between engine start and running conditions, the oil level

drops, due to the gulping effect.
EFFECTIVITY
ENGINE
SYSTEMS Page 154
FAMILIARIZATION
TOC
VIEW A
VENT TUBE
OIL INLET MOUNTS

(FROM EXCHANGER)
A
OIL LEVEL
TRANSMITTER
GRAVITY
FILLING PORT
REMOTE
OVERFLOW PORT
SCUPPER DRAIN LINE
TO DRAIN MAST
REMOTE
FILLING PORT
MOUNTS
OIL TANK
OIL OUTLET
(TO LUBE UNIT) DRAIN PLUG
CTC-227-044-01 OIL TANK

EFFECTIVITY
ENGINE
SYSTEMS Page 155
TOC FAMILIARIZATION
ANTI-SIPHON
The anti-siphon device prevents oil from the oil tank being
siphoned into the accessory gearbox, during engine
shutdown.
Oil from the oil tank flows across the anti-siphon device,
through its main orifice.
During engine operation, the downstream oil pressure

from the supply pump enters the anti-siphon device,
through a restrictor.
During engine shutdown, sump air is able to enter the

anti-siphon device and inhibit the oil supply flow.
EFFECTIVITY
ENGINE
SYSTEMS Page 156
FAMILIARIZATION
TOC
FWD
SUMP
FROM FORWARD SUMP

SUPPLY LINE
LUBE UNIT
TO LUBRICATION
UNIT
LUBRICATION UNIT
SUPPLY LINE
SUPPLY LINE
FROM OIL TANK
FROM OIL TANK
CTC-227-045-01 ANTI-SIPHON
EFFECTIVITY
ENGINE
SYSTEMS Page 157
TOC FAMILIARIZATION
LUBRICATION UNIT
(-5B): (-5A):
The lubrication unit has two purposes: The lubrication unit has three purposes:
- It pressurizes and filters the supply oil for lubrication - It pressurizes and filters the supply oil for lubrication
of the engine bearings and gears. of the engine bearings and gears.
- It pumps in scavenge oil to return it to the tank. - It pumps in scavenge oil to return it to the tank.
- It circulates oil through the servo fuel heater and
It is installed on the left hand side of the AGB front face. heat exchanger.
Externally, the lubrication unit has:
- A suction port (from the oil tank). It is installed on the left hand side of the AGB front face.
- Three supply ports (to fwd, aft, AGB-TGB sumps). Externally, the lubrication unit is a one-piece cast
- Four scavenge ports (aft and fwd sumps, TGB, housing, which has:
AGB). - A suction port (from the oil tank).
- Four scavenge screen plugs. - Three supply ports (to fwd, aft, AGB-TGB sumps).
- An oil out port (to master chip detector). - Four scavenge ports (aft and fwd sumps, TGB,
- A main oil supply filter. AGB).
- A back-up filter. - Four magnetic chip detectors.
- Pads for the oil temperature sensor and the oil - An oil out port (to main oil/fuel heat exchanger).
differential pressure switch. - An oil supply filter.
There is an alignment hole to align with a pin on the AGB - A common scavenge filter.
to facilitate installation of the lube unit. - Two filter clogging indicators.
- Two filter bypass valves.
(-5A, -5B): - Provision plugs for downstream pressure and
temperature measurement.
Internally, it has 5 pumps driven by the AGB, through a
single shaft. One pump is dedicated to the supply circuit
and four pumps to the scavenge circuits.
EFFECTIVITY
ENGINE
SYSTEMS Page 158
FAMILIARIZATION
TOC
OIL TEMP - 5B AGB

SENSOR
TO FRONT
SUMP MAIN
FILTER
TO AGB-TGB
O-RING
TO REAR SUMP
CLAMP
FROM AFT SUMP

OIL OUT PORT (ENGRAVED REAR SUMP)
TO MASTER FROM TGB
CHIP DETECTOR FROM FWD SUMP
(ENGRAVED FRONT SUMP)
CLOGGING FROM AGB

INDICATOR SCAVENGE
SCREEN
BACK-UP PLUGS
FILTER
ALIGNMENT
HOLE DRAIN
PLUG
SUCTION
FROM OIL TANK
CTC-227-046-01 LUBRICATION UNIT (-5B)

EFFECTIVITY
ENGINE
SYSTEMS Page 159
TOC FAMILIARIZATION
EFFECTIVITY
ENGINE
SYSTEMS Page 160
FAMILIARIZATION
TOC
- 5A
CHECK
BYPASS VALVES
VALVES
TEMPERATURE
OIL TO REAR SUMP PROVISION PLUG
OIL TO AGB AND TGB
OIL TO
TGB FRONT SUMP
SUCTION
AGB
PORT
AFT SUMP
FWD SUMP
OIL OUT TO MAIN
DRIVE OIL/FUEL HEAT
SHAFT EXCHANGER
CLOGGING
INDICATOR CLOGGING
INDICATOR
SUPPLY
FILTER
MAIN SCAVENGE
CHIP DETECTOR FILTER
HANDLING PLUGS
CTC-227-071-00 LUBRICATION UNIT (-5A)

EFFECTIVITY
ENGINE
SYSTEMS Page 161
TOC FAMILIARIZATION
MASTER CHIP DETECTOR (-5B ONLY)
The Master Chip Detector (MCD) collects magnetic

particles suspended in the oil that flows from the common
outlet of the four scavenge pumps.
It is installed on the lubrication unit and is connected to

an oil contamination pop-out indicator, through the DPM
wiring harness.
It must be checked at regular specific inspection intervals,

according to the MPD.
EFFECTIVITY
ENGINE
SYSTEMS Page 162
FAMILIARIZATION
TOC
LUBRICATION
UNIT
GASKET
MASTER CHIP
DETECTOR
STRAIGHT
CONNECTOR
HOSE TO
SERVO-FUEL
WITNESS HEATER
LINES
CTC-227-047-01 MASTER CHIP DETECTOR (-5B ONLY)

EFFECTIVITY
ENGINE
SYSTEMS Page 163
TOC FAMILIARIZATION
VISUAL POP-OUT INDICATOR (-5B ONLY)
The visual indicator works in conjunction with the MCD

and its purpose is to provide maintenance personnel with
a visual indication of magnetic chip contamination in the
oil circuit.
The indicator is a pop-out device, located on the left hand

side (ALF) of the downstream fan case, just above the oil
tank.
It has 2 electrical connectors:
- One for the wiring harness connected to the MCD.
- One for the electrical supply harness from the A/C.
After maintenance action, the pop-out indicator must be

manually reset.
EFFECTIVITY
ENGINE
SYSTEMS Page 164
FAMILIARIZATION
TOC
A/C 28 VDC
DPM CABLE
ELECTRICAL
INTERFACE
MASTER CHIP
DETECTOR
(MCD)
LUBRICATION OIL TANK

UNIT
CTC-227-048-01 VISUAL POP-OUT INDICATOR (-5B ONLY)

EFFECTIVITY
ENGINE
SYSTEMS Page 165
TOC FAMILIARIZATION
THRUST REVERSER
The Thrust Reverser (T/R) system provides additional

aerodynamic breaking during aircraft landing.
It can only be operated on ground, withe the engines at

idle speed and the throttle lever in the reverse position.
The fan thrust reverser is part of the exhaust system and

is located just downstream of the fan frame. It consists of
blocker doors opening on cockpit order.
In direct thrust configuration, during flight, the cowlings

mask the blocker doors, thus providing fan flow ducting.
In reverse thrust configuration, after landing, the blocker

doors are deployed in order to obstruct the fan duct. The
fan flow is then rejected laterally with a forward velocity.
EFFECTIVITY
ENGINE
SYSTEMS Page 166
FAMILIARIZATION
TOC
DURING FLIGHT
PRIMARY AIRFLOW
AFTER TOUCH DOWN
SECONDARY
AIRFLOW
PRIMARY
AIRFLOW
CTC-227-049-01
THRUST REVERSER OPERATION
EFFECTIVITY
ENGINE
SYSTEMS Page 167
TOC FAMILIARIZATION
ENGINE INDICATING SYSTEM
The engine is equipped with sensors that monitor:

- temperature
- pressure
- speed
- vibration
- fuel flow
It also has switches that provide indication for:

- oil, fuel clogging
- thrust reverser hydraulic pressure
- position (SAV, T/R, etc...)
Depending on the data transmitted, messages are

generated on the following devices:
- Upper ECAM: Engine Warning Display (EWD).
- Lower ECAM: Systems Display (SD).
There are also visual and audible attention getters:

- Master Caution, Master Warning.
- Audible chimes and oral warning.
These messages are used to run the engine under

normal conditions throughout the operation range, or to
provide warning messages to the crew and maintenance
personnel.
The Master Caution and Warning are located in front of
the pilot on the glareshield panel.
EFFECTIVITY
ENGINE
SYSTEMS Page 168
FAMILIARIZATION
TOC
ENGINE WARNING DISPLAY VIEW B ENGINE SYSTEM PAGE
ENGINE
5
10
N1
5
10 F.USED
FLX 1.296 56 C 207 215 VIB (N1)
84.2
%
84.2
KG
1.6 1.6
5
EGT 5
25
OIL 25
10 10
OIL VIB (N2)
952
0
C 670 FOB: 6700KG QT
0.3 0.3
PRESS. 0 14.5 0 14.4
N2 S FLAP F
300 300
104.9 % 99.9 PSI
166 166
F.F 2 0 0
2300 2185 C
0
KG/H
140 140
ENG 1 EGT OVERLIMIT T.0 INHIBIT

ENG 1 COMPRESSOR VANE IGNITION OIL
LDG LT TEMP.
TAT +10 C GW 54700 KG
SAT +10 C 03 H 25
VIEW A IGN
SAV
A B A
MASTER IGN
A B
WARN
PSI 34 35 PSI
TAT +19 C GW 132000 LBS

SAT +18 C 23 H 56
MASTER
CAUT
CTC-227-050-01
ENGINE INDICATING SYSTEM
EFFECTIVITY
ENGINE
SYSTEMS Page 169
TOC FAMILIARIZATION
CENTRALIZED FAULT AND DISPLAY SYSTEM
The reporting functions provided by the Centralized Fault

and Display System (CFDS) are:
- The last leg report.

- The last leg ECAM report.
- The previous leg report.
- The post-flight report.
Through the systems report/test, there is access to

engine reports, specific data and tests such as FADEC
test, ignition test, etc...
EFFECTIVITY
ENGINE
SYSTEMS Page 170
FAMILIARIZATION
TOC
CFDS →
<LAST LEG REPORT

<LAST LEG ECAM REPORT
<PREVIOUS LEGS REPORT
<AVIONICS STATUS ** ENGINE 1 MAIN MENU **
<SYSTEM REPORT/TEST < LAST LEG IGN TEST >
POST REPORT
*SEND FLT REP PRINT> < PREV LEGS T/R TEST >
REPORT
< LRU IDENT FADEC TEST >
BRT REPORT
DIR PRO
ROG
RO PER
PERF INI
NIT
NI DAT
ATA < TROUBLE SHOOTING
OFF REPORT
RAD
D FUEL
EL SEC
C ATC
TC < CLASS 3 SCHED MAINT >
F-PL
-PLN
-PL NAV
N PR
PRED F-PLN
F- CCMM
CC MCDU
DU
M
MENU REPORT REPORT
AIRR
PORT
PO < RETURN S P E C I F I C D A T A >
NEXT
XT A B C D E
PA
PAGE
F F G H I J M
A C
I D
L
1 2 3 K L M N O U
F M
M
G
C 4 5 6 P Q R S T E
N
U
7 8 9 U V W X Y
0 / Z - + O FY
OVFY CL
LR
CTC-227-051-01
CFDS REPORTING SYSTEM
EFFECTIVITY
ENGINE
SYSTEMS Page 171
TOC FAMILIARIZATION
EFFECTIVITY
ENGINE
SYSTEMS Page 172
FAMILIARIZATION
TOC

Training Manual CFM56-5A / 5B: General Familiarization

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Training Manual CFM56-5A / 5B: General Familiarization

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TRAINING MANUAL

CFMI Customer Training Center CFMI Customer Training Services

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COPYRIGHT 1998 CFM INTERNATIONAL

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A ATC AUTOTHROTTLE COMPUTER

INTERNATIONAL) DCU DATA CONVERSION UNIT

EGT EXHAUST GAS TEMPERATURE FDIU FLIGHT DATA INTERFACE UNIT

g.in GRAM X INCHES Hz HERTZ (CYCLES PER SECOND)

lbs. POUNDS, WEIGHT MMEL MAIN MINIMUM EQUIPMENT LIST

OD OUTLET DIAMETER PSID POUNDS PER SQUARE INCH DIFFERENTIAL

TRANSFORMER STP STANDARD TEMPERATURE AND PRESSURE

TEMPERATURE VDT VARIABLE DIFFERENTIAL TRANSFORMER

IMPERIAL / METRIC CONVERSIONS METRIC / IMPERIAL CONVERSIONS

1 mile = 1,609 km 1 km = 0.621 mile

1 sq.in. = 6,4516 cm² 1 m² = 10.76 sq. ft.

1 USG = 3,785 l (dm³) 1 m³ = 35.31 cu. ft.

1 lb. = 0.454 kg 1 kg = 2.205 lbs

1 psi. = 6.890 kPa 1 Pa = 1.45 10-4 psi.

SECTION PAGE SECTION PAGE

INTRODUCTION TO THE CFM56 FAMILY

The following chart shows the various engine models for

CFM56-5B8/P (21,600 lbs) 9,608 daN

CFM56-5A4 (22,000 lbs) 9,786 daN

CFM56-5A1 (25,000 lbs) 11,120 daN

CFM56-5B1 (30,000 lbs) 13,344 daN

The engine is attached to the wing pylon by mounts,

Cowls enclose the periphery of the engine so as to form

The cowling assembly consists of:

The nacelle is made up of different major sections along

- The air intake cowl.

CTC-227-057-00 NACELLE SECTIONS

ENGINE REMOVAL / INSTALLATION

- Remove the engine/aircraft quick disconnections for

Engine removal / installation is accomplished using the

- A bootstrap hoisting system.

- An engine transportation stand.

CTC-227-073-00 ENGINE REMOVAL/INSTALLATION TOOLS

The procedure recommended for preservation of the

OPERABLE ENGINE NON-OPERABLE ENGINE

CTC-227-074-00 ENGINE PRESERVATION

SECONDARY FLOW EXHAUST SYSTEM

Thrust reverser positions.

The Thrust Reverser (T/R) system provides additional

This braking effect enables to reduce the aircraft stopping

It can only be operated on ground, with the engines at

The fan thrust reverser is part of the exhaust system and

In direct thrust conﬁguration, during ﬂight, the cowlings

In reverser thrust conﬁguration, after landing, the blocker

A hydraulically actuated cowl opening system allows

SECONDARY AIRFLOW (BYPASS AIR)

AIR INLET AIR INLET

CTC-227-075-00 THRUST REVERSER POSITIONS

SECONDARY FLOW EXHAUST SYSTEM

Location of T/R control components.

The thrust reverser control system controls hydraulic and

- The control quadrant.

ENGINE: THRUST REVERSER HALVES:

CTC-227-076-00 T/R CONTROL SYSTEM

PRIMARY FLOW EXHAUST SYSTEM

The primary nozzle directs the primary exhaust gas aft

The centerbody is located at the aft section of the

It is bolted to the inner aft ﬂange of the engine turbine