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TABLE OF CONTENT
LEGAL CAUTION ..........................................................................................................................................................2
POWER PLANT (CFM 56) ..............................................................................................................................................2
ENGINE GENERAL DESCRIPTION ................................................................................................................................2
FULL AUTHORITY DIGITAL ENGINE CONTROL (FADEC) .............................................................................................4
FADEC IDLE CONTROL .......................................................................................................................................................5
POWER MANAGEMENT ...............................................................................................................................................5
THRUST LEVERS ....................................................................................................................................................................6
MANUAL MODE ..................................................................................................................................................................6
AUTOMATIC MODE ............................................................................................................................................................7
ENGINE FUEL SYSTEM ...................................................................................................................................................7
HYDROMECHANICAL UNIT ......................................................................................................................................... 8
FUEL RETURN ................................................................................................................................................................ 8
ENGINE OIL SYSTEM .....................................................................................................................................................8
ENGINE AIR BLEED SYSTEM .........................................................................................................................................9
CLEARANCE CONTROL .............................................................................................................................................. 9
COMPRESSOR CONTROL ......................................................................................................................................... 10
ENGINE IGNITION SYSTEM ........................................................................................................................................10
ENGINE STARTING SYSTEM ........................................................................................................................................11
ENGINE INDICATIONS ...............................................................................................................................................11
ENGINE/WARNING DISPLAY ...........................................................................................................................................11
ENGINE SYSTEM DISPLAY PAGE ......................................................................................................................................12
ENGINE STARTING .....................................................................................................................................................12
GROUND AUTOSTART ......................................................................................................................................................12
ENGINE START PANEL ................................................................................................................................................ 12
GROUND AUTOSTART PROCEDURE ......................................................................................................................... 13
MANUAL GROUND START ...............................................................................................................................................14
MANUAL GROUND START PROCEDURE .................................................................................................................. 15
DRY CRANKING ................................................................................................................................................................15
IN-FLIGHT ENGINE START ..................................................................................................................................................15
THRUST REVERSER .......................................................................................................................................................16
REVERSE THRUST OPERATION ..........................................................................................................................................16
REVERSE THRUST CONTROLS AND INDICATIONS .........................................................................................................17
ENGINE OPERATION-FLIGHT PHASES .......................................................................................................................17
REVIEW OF ENGINE CONTROLS AND INDICATIONS ...............................................................................................19
ENGINE START PANEL .......................................................................................................................................................19
ENGINE MANUAL START PANEL ......................................................................................................................................19
ENGINE FADEC GROUND POWER PANEL.....................................................................................................................19
THRUST LEVERS ..................................................................................................................................................................19
ENGINE/WARNING DISPLAY ...........................................................................................................................................20
ECAM ENGINE PAGE .......................................................................................................................................................21

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1
LEGAL CAUTION
The material contained in this training program is based on the information obtained from
current national, international and company regulations and it is to be used for training
purposes only. At the time of designing this program contained then current information.
In the event of conflict between data provided herein and that in publications issued by
the authority, the authority shall take precedence.
2
POWER PLANT (CFM 56)
In this part, we will look at the aircraft engine, its sub-systems, operation and related
procedures. Here is the chapter outline:
 Engine general description
 Full Authority Digital Engine Control (FADEC)
 Power management
 Engine fuel system
 Engine oil system
 Engine air bleed system
 Engine ignition system
 Engine starting system
 Engine indications
 Engine starting
 Thrust reverser
 Engine Operation-Flight phases
 Review of engine controls and indications
3
ENGINE GENERAL DESCRIPTION
The main function of the engines is to supply thrust to the airplane. The engines also supply
electrical power, hydraulic power and bleed air to the related systems.
4
The Airbus 320 is powered by two CFM International CFM56-5B engines.
5
The engine is dual-rotor, high bypass ratio turbo fan power plant for subsonic flights. The
principal modules of the engine are: a fan, high and low pressure compressor stages,
combustion chamber, high and low pressure turbine stages and accessory gear box.
6
The high pressure compressor is driven by the high pressure (HP) turbine through a shaft.
This combination is called the N2 rotor.
7
The fan, the low pressure compressor and the low pressure turbine are connected via a
shaft that goes inside the N2 shaft to form the N1 rotor.
8

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Here is an easy question. Concerning the rotor speeds which statement is correct? Yes,
the N1 rotor speed is lower than that of N2 rotor.
9
The high speed N2 rotor drives an accessory gear box which, in turn, drives various
accessories with mechanical power.
10
The combustion chamber converts fuel and compressor discharge air into energy to
provide engine thrust part through the primary exhaust and to drive the turbines.
11
The engines fitted with a clearance control system which provides management of the
HP turbine tip clearance to prevent loss of energy due to leakage. It also reduces exhaust
gas temperature transient during acceleration.
12
The system uses compressor air to control the expansion of the HP turbine casing, which
allows minimizing the clearance between the tip of high pressure turbine rotor blade and
its casing throughout the flight cycle. Note that the low pressure turbine also has a
clearance control system which uses the fan air and operates on the same principle.
13
The Variable Bleed Valves (VBVs), are located between the low pressure compressor and
high pressure compressor. They allow some low pressure compressor discharge air to
bypass the engine and mix with the fan discharge air to prevent stall and foreign object
ingestion. Their position varies from full closed to full open.
14
The engines also incorporate a Variable Stator Vanes (VSVs). The vanes move to deflect
the airflow at an optimum angle for the next rotor blades at every engine speed and
improve the stall margin. The Variable Stator Vanes move between open and closed
positions.
15
The positions of variable bleed valves and variable stator vanes depend on engine speed
and air temperate; but you can be sure of one thing. Their movement is exactly opposite.
When the variable bleed valves are open, the variable stator vanes are closed, or vice
versa.
16
Are you ready for a challenge? In which positions are the variable stator vanes and
variable bleed valves when the engine is not running?
17
The variable bleed valves are fully open during engine start, low thrust and fast
deceleration whereas the variable stator vanes are closed during engine start. The
variable bleed valves are closed at high thrust but the variable stator vanes are open.
18

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Each engine is equipped with a Full Authority Digital Engine Control, or FADEC, which
provides complete engine management.
19
Each engine also has a pivoting door type thrust reverse system which is operated
hydraulically.
20
You can control the engine thrust by the thrust levers which are located on the center
pedestal.
21
These are the levers that control the reversers.
22
You can disconnect the autothrust with either of these red switches which are called
instinctive disconnect switches.
23
The controls for engine starting and shut down are located on the center pedestal just
behind the thrust levers. The panel also has FAULT and FIRE lights for each engine.
24
On the overhead panel, there is an additional panel which is used for a manual engine
start.
25
Engine parameters are displayed on the ECAM displays.
26
FULL AUTHORITY DIGITAL ENGINE CONTROL (FADEC)
The FADEC, which incorporates an Electronic Engine Control, EEC, has the full authority
over engine control functions. For redundancy, each FADEC has two independent
channels A and B, one active and one in standby. Switch over from one channel to the
other one normally occurs at the beginning of engine start sequence
27
The FADEC receives a number of data to perform the functions listed here.
28
Each channel of FADEC has two electrical power sources. Aircraft electrical system and
a dedicated magnetic alternator.
29
Here is a challenge for you. When does the magnetic alternator supply electrical power
to FADEC?
30
The FADEC is self-powered by the magnetic alternator as soon as the engine is running
above a certain N2 value.
31
The system is powered by the aircraft for starting, as a backup and for testing with engine
not running.

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32
The FADEC GROUND POWER switches on the maintenance panel are used by
maintenance crew to supply electrical power to FADECs when engines are not running.
33
Now, let’s take a closer look at some functions of FADEC
34
FADEC IDLE CONTROL
The engines take several seconds to accelerate from idle speed to full power speed due
to inertia of the rotors. This is called engine acceleration time.
35
The FADEC uses three different idle modes for different requirements of engine
acceleration time. Modulated idle approach idle and reverse idle.
36
The modulated idle is regulated in accordance with the bleed air demand and ambient
conditions.
37
During normal ground operations, there is a tolerance for the engine acceleration time
and the FADEC selects modulated idle which provides the lowest idle speed.
38
The modulated idle is also selected in flight when the flaps lever is at ZERO position.
39
During approach phase, engine acceleration time must be kept to minimum. Do you
know why?
40
During approach, engine acceleration time is kept to minimum if the aircraft has to
perform a go-around. Thus, approach idle provides the highest idle speed to allow the
engine to accelerate rapidly from idle to go-around thrust.
41
The approach idle is adjusted based on the ambient conditions and aircraft altitude,
regardless of bleed system demand.
42
The FADEC selects approach idle when the flaps are extended.
43
On ground, when the thrust lever is set to REVERSE IDLE position, the FADEC selects the
reverse idle. It produces slightly higher thrust than the forward idle.
44
POWER MANAGEMENT
The FADEC manages power according to two thrust modes: manual mode and
automatic mode.
45

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In each mode, the FADEC computes a thrust rating limit based on the position of the
thrust lever and displays the thrust rating limit and the N1 corresponding to that Thrust
Lever Angle. The FADEC also provides protection against the exceedance of the thrust
limit for that Thrust Lever Angle. Now, let’s take a closer look at the thrust levers.
46
THRUST LEVERS
The thrust levers can only be moved manually over the entire quadrant. There are five
positions which are defined by detents or stops. This are the IDLE position.
47
The CLIMB position is for maximum climb thrust.
48
The FLEX/MCT is defined by one detent. FLEX is used for reduced thrust at takeoff. MCT,
or Maximum Continuous Thrust, is used for single engine operations.
49
The TOGA position provides maximum Takeoff or Go-around thrust.
50
The MAXIMUM REVERSE position is for maximum reverse thrust.
51
The levers also have IDLE REVERSE position which does not have a detent. When the lever
is moved out of the idle stop by pulling up the reverse lever, the reverse idle is selected.
52
When the thrust lever is set in a detent, the FADEC selects the rating limit corresponding
to this detent.
53
Here is a question. How do you think that FADEC selects the rating limit if the thrust lever
is set between two detents?
54
If the thrust lever is set between two detents, the FADEC selects the rating limit
corresponding to the higher detent.
55
MANUAL MODE
When the autothrust function is not armed or is armed but the thrust levers not in
autothrust area, the thrust control is in manual mode.
56
In manual mode, the thrust is directly controlled with the position of the thrust levers. You
can move the thrust lever between the IDLE and TOGA positions.
57
Each position of the thrust lever sets an N1 value. When the thrust lever is in a detent or
stop, the corresponding N1 is equal to the N1 rating limit computed by the FADEC for that
engine. The maximum takeoff thrust is always available at TOGA position.
58

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The FLEX/MCT position is a little bit of special. On the ground, when the thrust lever is set
to this position, the engine runs at the flex takeoff thrust rating provided you have already
selected a flex takeoff temperature that is higher than the current Total Air Temperature.
Otherwise the engine produces Maximum Continuous Thrust.
59
After taking off with flex rating, you can change from FLEX to MCT by moving the thrust
lever to TOGA or CL, then back to MCT.
60
AUTOMATIC MODE
With the autothrust function active, the automatic mode is available between idle and
maximum continuous thrust when the aircraft is in flight. In this mode, the FMGC
computes the thrust which is limited to the thrust rating value corresponding to the thrust
lever position, except in the alpha-floor mode.
61
ENGINE FUEL SYSTEM
Function of the engine fuel system is to provide fuel flow into the combustion chamber
and servo fuel for compressor and turbine clearance control.
62
The system mainly consists of low pressure stage and high pressure stage engine fuel
pumps, a fuel/oil heat exchanger, fuel filter, hydromechanical unit or HMU, and a fuel
flow transmitter.
63
Boosted fuel from the fuel tank flows through low pressure fuel shut off valve to low
pressure fuel pump. The pump increases fuel pressure to let the heat exchanger be more
efficient.
64
After passing through the heat exchanger, the fuel enters the fuel filter. If filter becomes
clogged due to contamination, fuel automatically bypasses the filter. The ECAM
generates associated alerts before the fuel filter bypass occurs.
65
The high pressure pump, which is driven by the high pressure compressor shaft, increases
fuel pressure further for proper vaporisation in the combustion chamber.
66
From the high pressure fuel pump, the fuel is routed to the hydromechanical unit through
two different lines. The fuel that is filtered second time flows to the servo valves after
passing a servo fuel heater.
67
The other fuel line directly goes through a fuel metering valve and a HP fuel shut off valve
to supply the fuel flow to the engine.
68

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When the respective engine MASTER switch is moved to OFF, the engine high pressure
and low pressure shut off valves close.
69
A fuel flow transmitter located downstream of the high pressure fuel shut off valve
transmits data for fuel flow indication.
70
As you have seen, the hydromechanical unit, or HMU, is the heart of the system. Thus, let’s
take a closer look at the HMU.
71
HYDROMECHANICAL UNIT
The HMU functions can be divided into 3 groups. Control of fuel flow to the engine,
protection against overspeeding and control of fuel hydraulic signals to various engine
sub-systems. All these HMU functions are managed by the FADEC.
72
The fuel control function is achieved via the fuel metering valve and the high pressure
fuel shut off valve that we have already discussed, a bypass valve and a servo valve with
torque motor.
73
The FADEC computes the required fuel flow to maintain the target N1 and sends control
order to the torque motor which moves the fuel metering valve hydraulically via servo
valve. The bypass valve keeps pressure difference across the fuel metering valve
constant. This ensures that the fuel flow is proportional to the fuel metering valve position.
74
An overspeed governor incorporated in the HMU provides overspeed protection
independent of the FADEC. If FADEC overspeed protection fails, the overspeed governor
opens the bypass valve to reduce fuel flow and limits the N2.
75
The HMU also contains servo valves which use engine fuel as hydraulic media to provide
hydraulic signals to various engine sub-systems. The valves are directly controlled by the
electrical signals from the FADEC.
76
FUEL RETURN
A part of the fuel is recovered to provide IDG oil cooling before returning to the fuel circuit
at the low pressure pump stage. The Fuel Return Valve, controlled by the FADEC, ensures
that this flow is adequate. Note that when the respective engine MASTER switch is OFF,
Fuel return valve closes.
77
ENGINE OIL SYSTEM
Engine oil system provides lubrication and cooling for engine bearings and accessory
gearbox.
78

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The CFM56 oil system incorporates an oil tank which keeps sufficient oil for continuous
supply to the distribution circuit. An oil quantity sensor transmits oil quantity data for
indication on the ECAM engine system display.
79
An engine driven supply pump pressurizes the oil from the tank.
80
Oil from the pump passes through an oil filter, oil temperature and oil pressure sensor and
switch before it is routed to the engine.
81
The sensors transmit the oil temperature and pressure data via electronic interface unit
to the ECAM displays for indication and warning.
82
The scavenge pumps remove the oil from the engine bearing compartments and
gearbox sump.
83
Oil then flows into main scavenge filter which removes foreign particles from the oil. When
the differential pressure through the filter is above a preset value due to clogging, the
ECAM activates the associated warning before the oil automatically bypasses the filter.
84
Before returning to the oil tank, the oil goes through a servo heater and a fuel/oil heat
exchanger where the oil cools as it heats the fuel.
85
ENGINE AIR BLEED SYSTEM
The engine air bleed system supplies compressed air for the pneumatic system,
clearance control systems and compressor control. The pneumatic system is discussed in
a different lesson.
86
CLEARANCE CONTROL
The engine has three clearance control systems. One for the high pressure compressor,
one for the high pressure turbine and one for the low pressure turbine. All three systems
are controlled by the FADEC through the HMU.
87
Here is a challenge for you. What is the difference between the turbine clearance control
systems and the compressor clearance control system?
88
The Turbine clearance control systems use air for cooling the turbine casing but
compressor clearance control system uses air for heating the compressor rotor.
89
The compressor clearance system is called the Rotor Active Clearance Control System.
It controls the clearance between the high pressure compressor rotor blades and its

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stator case. To achieve this, the system modulates the fifth-stage compressor bleed air to
heat the rotor stage and control its expansion.
90
The High Pressure Turbine Clearance Control system uses bleed air from stages 5 and 9 to
cool the high pressure turbine case and control its thermal expansion. This improves the
high pressure turbine performance and reduces exhaust gas temperature.
91
The Low Pressure Turbine Clearance Control system does the same thing but by
modulating the fan bleed air for cooling the low pressure turbine case.
92
COMPRESSOR CONTROL
The compressor control is achieved by FADEC via variable bleed valves and variable
stator vanes to improve the stall margin.
93
ENGINE IGNITION SYSTEM
The ignition system provides electrical sparks in the combustion chamber for engine
starting on the ground and restarting in flight.
94
For safety reasons each engine has two identical and independent igniters which are
normally controlled by the FADEC and supplied by the AC power system.
95
Operation of the ignition system depends on the position of the ENGINE MODE Selector
Switch, ENGINE MASTER Switch, ENGINE MANUAL START pushbutton, and air/ground logic.
96
On the ground, during the first automatic start attempt, only one igniter is energized. If
the first attempt fails, the FADEC automatically initiates a new start attempt with both
igniters energized.
97
During a manual ground start, both igniters are energized. This is also true for in-flight start.
98
Continuous ignition can be selected either manually or automatically to maintain engine
combustion.
99
In flight, you can select the continuous ignition manually by setting the ENGINE MODE
selector to IGNITION/START, provided respective engine is running.
100
Here is a question. How can you manually select the continuous ignition on the ground if
the ignition cuts off automatically after the engine is started?
101
On the ground, after the engine is started, you can select continuous ignition by switching
the ENGINE MODE selector to NORM then back to IGNITION/START.

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102
When the continuous ignition is turned on, FADEC selects only one igniter on the LEAP
engine. If this is not enough to maintain the combustion, both igniters are automatically
selected. On the CFM56, both igniters are directly selected to operate continuously.
103
ENGINE STARTING SYSTEM
The purpose of engine starting system is to provide initial torque and rotation speed high
enough to start combustion cycle.
104
The starting system on each engine incorporates an air starter and a start valve.
105
The start valve, which is controlled by the FADEC, supplies pneumatic power to operate
the starter.
106
ENGINE INDICATIONS
Engine parameters are displayed on the ECAM Engine Warning Display, and on the
ENGINE System Display page. Here, we look at those indications in general. Refer to
REVIEW OF ENGINE CONTROLS AND INDICATIONS section for more details.
107
ENGINE/WARNING DISPLAY
The Engine Warning Display shows the primary engine parameters. N1 of each engine is
presented at the top of the display.
108
The moving green needle shows the current N1 value. It is also displayed digitally.
109
Are you ready a question? What do you think that the blue circle represents? The blue
circle represents N1 corresponding to the thrust lever position.
110
The maximum N1 is displayed by an amber line. This is the N1 that would be produced
with the thrust levers fully forward.
111
The beginning of red arc shows the maximum allowable N1. The rest of the arc represents
N1 exceedance.
112
On the upper right corner, thrust rating mode and thrust limit value are displayed
113
When both engines are at idle and the aircraft is in flight, the display shows green IDLE at
the top center. It pulses for 10 seconds, then stays steady.
114
The next indicators display the Exhaust Gas Temperature, EGT, of each engine. The
current EGT is displayed with a green needle and a digital readout in degrees Celsius.

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115
The amber line indicates the maximum EGT. The red arc displays the EGT exceedance.
116
The N2 speed is only displayed digitally.
117
Below the N2 indicator is the fuel flow value of each engine.
118
ENGINE SYSTEM DISPLAY PAGE
Secondary engine parameters are displayed on the ENGINE System Display page.
119
The first indication is the fuel used by each engine. The next indications are oil quantity,
oil pressure and oil temperature.
120
The vibrations of low and high pressure rotors are displayed below the oil temperature.
121
During engine start on the ground, with the ENGINE MODE selector set to CRANK or
IGNITION/START, the page shows starting sequence indications which will be discussed
later.
122
After the engines are started, the same field is also used to display the nacelle
temperature when at least one goes above the advisory limit.
123
ENGINE STARTING
The engines can be started either automatically or manually.
124
GROUND AUTOSTART
Autostart is the normal starting mode. During ground autostart the start valve, the high
pressure fuel shutoff valve, and the igniters’ operation is automatically sequenced by the
FADEC.
125
The FADEC can also detect a hot start, a hung start, a stall, or no light up and provides
fault indications to the cockpit. It recycles or aborts the engine start as necessary, and
cranks the engine after the start abort in order to clear out fuel vapors.
126
You use the switches on the ENGINE START panel to start the engines automatically. Let’s
take a look at the panel briefly before starting the engines. Refer to REVIEW OF ENGINE
CONTROLS AND INDICATIONS section for more information.
127
ENGINE START PANEL
The ENGINE MODE selector has three positions. The NORM position is for normal mode of
operation.

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128
The IGNITION/START position lets you initiate automatic or manual engine starting and
energize the igniters in flight when required.
129
The CRANK position allows dry and wet cranking without ignition.
130
There are two ENGINE MASTER switches, one for each engine. The ON position is used to
initiate automatic or manual start sequence. When the switch is set to OFF, the FADEC
shuts down the associated engine, or aborts the start sequence.
131
The red FIRE light comes on when fire is detected in the corresponding engine.
132
The amber FAULT light illuminates when the high pressure fuel shutoff valve is not in the
commanded position or the automatic start sequence aborts. Now, let’s start the engines
using autostart procedure.
133
GROUND AUTOSTART PROCEDURE
During cockpit preparations, check that the thrust levers are at the idle position to
prevent excessive thrust at engine start.
134
Switch the ENGINE MODE selector to IGNITION/START position. The ECAM System Display
automatically shows the ENGINE page with the starting sequence indications.
135
The positions of start valves are displayed here. The air pressure available for start is
displayed below the respective valve indication. Here the air pressure for start is supplied
by the APU as indicated on the MEMO display.
136
Usually, the Engine 2 is started first. Do you know why? The Engine 2 is usually started first,
because it powers the yellow hydraulic system that supplies park brake pressure.
137
Move the ENGINE 2 MASTER switch to ON. The related start valve opens. On the ENGINE
page, the start valve indication changes from green cross-line to green in-line. The fuel
used indication resets.
138
As the starter turns the N2 rotor, N2 indication begins to rise. Oil pressure increases.
139
At a predetermined N2 the FADEC energizes one of the igniters. The active igniter is
displayed by the letter A or B on the ENGINE page.
140

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At approximately 22% N2, the high pressure fuel shutoff valve opens. The fuel flow is
indicated on the Engine Warning display. After several seconds, the N1 and EGT start to
increase.
141
When the N2 is above 50 percent, the start valve closes ... and the ignition is switched off.
Did you notice the changes on the ENGINE page? Start valve indication has changed
from green in-line to green cross-line. The igniter indication has disappeared.
142
The N2 continues to increase. Note that you can interrupt the start by moving ENGINE
MASTER switch to OFF.
143
After N2 stabilizes at idle, the grey background is removed to indicate that the start
sequence is completed.
144
Engine 2 is now running with all its parameters stabilized. As soon as one engine is started,
the thrust limit mode changes to TOGA or FLEX and the gross weight is displayed. An
AVAILABLE indication is displayed in the middle of the N1 dial, if this option is installed.
145
After you start the Engine 1 following the same procedure as for Engine 2, switch the
ENGINE MODE selector to normal. On the System Display, the ENGINE page is replaced
with the WHEEL page.
146
Note that after start, to avoid thermal shock, it is highly recommended that the engines
are operated at or near idle for at least 3 minutes before selecting high power. This
completes the engine automatic ground start sequence.
147
MANUAL GROUND START
The manual ground start has two main differences from the auto start. First, the FADEC
has limited authority over the starting so that the pilot can sequence the starter, ignition
and fuel flow.
148
Second, although the FADEC continues to provide fault indications to the cockpit, its
abort feature is disabled except if the start EGT limit is exceeded before reaching 50 %
N2. Also, the ability to dry crank or wet crank is not available.
149
Therefore, conventional monitoring of the start parameters is required to interrupt the start
sequence manually, when needed. Now, let’s start the engines using manual starting
procedure.
150

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MANUAL GROUND START PROCEDURE

With the thrust levers at idle, switch the ENGINE MODE selector to IGNITION/START position.
The ECAM System Display shows the ENGINE page with the starting sequence indications
151
Set the respective ENGINE MANUAL START pushbutton to ON. The FADEC opens the
related start valve
152
As the starter turns the N2 rotor, N2 indication begins to rise. Oil pressure increases.
153
When the N2 is at least 20%, move the related ENGINE MASTER switch to ON. Both igniters
are activated as shown on the ENGINE page. The low pressure and high pressure fuel
valves open and fuel flow starts. After 15 seconds, the N1 and EGT start to increase.
154
When the N2 is above a predetermined value shown here, the start valve closes and the
ignition is switched off.
155
After N2 stabilizes at idle, the grey background is removed.
156
Engine 2 is now running with all its parameters stabilized. Set the MANUAL START switch to
OFF.
157
Start the Engine 1 following the same procedure as for Engine 2 and switch the ENGINE
MODE selector to normal.
158
Do not forget to run the engines at or near idle for at least 3 minutes before selecting high
power.
159
DRY CRANKING
After a failed start attempt on the ground, you must shut down the engine and perform
a dry cranking cycle to ventilate the engine.
160
With the related ENGINE MASTER switch OFF, move the ENGINE MODE selector to CRANK
and then set the MANUAL START pushbutton switch to ON. You can stop the cranking by
setting the MANUAL START pushbutton back to OFF.
161
IN-FLIGHT ENGINE START
The in-flight start is achieved either by the assistance of starter or by windmilling.
162
The starts are not assured outside of the in-flight start envelope.
163

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For an automatic in-flight start, the FADEC selects the start method by checking if the
aircraft is in the windmilling start envelope or assistance from the starter is needed.
164
Here is a challenge for you. How does the FADEC select the start method for manual in-
flight start? FADEC always selects a starter-assisted start for manual inflight start.
165
Before initiating an in-flight start, observe the maximum altitude limit. Move the MASTER
switch of the affected engine to OFF. Check that the related thrust lever is at idle. Set the
ENGINE MODE selector to IGNITION. The ignition starts immediately. Then, follow the
abnormal procedure for in-flight engine relight.
166
THRUST REVERSER
Reverse thrust supports the braking system to slow the airplane after landing or during a
rejected take off, which reduces landing distance and brake wear.
167
The system diverts fan air exhaust in opposite direction of the aircraft movement to
produce reverse thrust.
168
The engine uses pivoting blocker door type reversers to deflect the fan airflow.
169
The reversers are operated hydraulically. The green system powers the reversers on
engine 1 and the yellow system powers the reversers on engine 2.
170
The thrust reverser systems of engine 1 and engine 2 are independent of each other. The
FADEC of each engine controls and monitors the operation of thrust reversers.
171
REVERSE THRUST OPERATION
As we have seen, the system deflects the fan airflow via blocker doors. Each door moves
independently and their movement is not synchronized.
172
The actuation system of the reverser consists of latches, actuators which move blocker
doors, a hydraulic control unit that supplies actuators with hydraulic power and regulates
the speed of the blocker doors. A shutoff valve allows hydraulic pressure to the hydraulic
control unit.
173
When the reverse thrust is selected on the ground, the deployment initiates after
receiving deploy command from the FADEC and thrust lever reverse signal from at least
one Spoiler Elevator Computer.
174
The reverse thrust system has two protections: Idle protection and auto restow function.
175

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If the FADEC detects an inadvertent deployment of the thrust reversers, it automatically

selects the idle thrust.
176
The auto restow function automatically commands the reverser to stow while the engine
is running, if reverse thrust is not selected and at least one door is not stowed. Auto restow
is inhibited in flight and on ground when N1 is greater than 70 %.
177
REVERSE THRUST CONTROLS AND INDICATIONS
You use reverse thrust levers to unlock the associated thrust reverser.
178
When the lever is moved upward, the related thrust lever unlocks. An amber REV
indication comes in view at the middle of the N1 dial. The thrust rating mode changes to
MAXIMUM REVERSE and the thrust limit value disappears. Note that you can unlock the
reverser only when the associated thrust lever is at the Idle stop.
179
When the reverser is fully deployed, the REV indication changes from amber to green.
The thrust lever can now be moved to FULL REVERSE.
180
ENGINE OPERATION-FLIGHT PHASES
In this part, we look at the operation of the engines throughout a normal flight. In our
scenario, a reduced thrust FLEX takeoff is to be used.
181
Before takeoff, if the runway has standing water, or heavy rain is falling, or heavy rain or
severe turbulence is expected after takeoff, select the continuous ignition by moving the
ENGINE MODE selector to IGNITION. A memo message IGNITION is displayed on the
Engine/Warning Display.
182
Apply the thrust in two steps. First, move the thrust levers to approximately 50% N1. After
50%N1 is reached, set the thrust lever to FLEX position.
183
Before reaching 80 knots, check that the indicated N1 of each engine is the same as the
N1 rating limit.
184
At thrust reduction altitude, when “LEVER CLIMB” message flashes on the FMA, move the
thrust levers to CLIMB detent.
185
With the thrust levers at CLIMB position, autothrust is automatically engaged. The thrust
rating mode changes to CLIMB with the associated thrust limit value.
186
At 1500 feet above ground level, when not in takeoff power and slats/flaps retracted,
the ENGINE page is replaced by the CRUISE page on the ECAM System Display.

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187
The CRUISE page displays the fuel used for each engine and the total fuel used, the oil
quantity for each engine, and N1 and N2 vibrations of each engine.
188
When the aircraft levels off, the autothrust commands a thrust reduction. Let’s take a
closer look at the N1 indicators.
189
This is the current N1 and this is the N1 command. These four green arcs indicate the
difference between the N1 command and the current N1. A green triangle next to the
N1 command indicates the direction of the N1 trend. Note that, N1 trend, N1 command
and the green arcs are displayed only when the autothrust is engaged.
190
When the current N1 reaches the N1 command, the green arcs and the N1 trend
disappear.
191
As long as the autothrust is active, the thrust levers are maintained at CLIMB detent during
climb, cruise and descent.
192
When both engines are at idle, a green IDLE indication appears on the Engine/Warning
Display. It flashes for 10 seconds and then remains at steady.
193
During landing, the thrust levers must be moved to idle detent. What do you expect if the
thrust levers are not set to idle?
194
If the thrust levers are not set to idle during landing, an automatic callout “RETARD” is
triggered and repeated until the levers are moved to idle.
195
The setting of thrust levers to idle detent allows the disconnection of autothrust, extension
of armed spoilers and selection of reverse thrust.
196
After the main landing gear touches down, immediately select the reverse thrust. Check
that the reverse indications are green on the Engine/warning Display.
197
At approximately 70 knots, set both thrust levers to reverse idle.
198
When reaching the taxi speed, move thrust levers to forward idle to stow the reversers.
199
After using maximum reverse thrust, run engines at idle for at least 3 minutes to extend
their useful life.
200

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REVIEW OF ENGINE CONTROLS AND INDICATIONS

In this part, we will review the engine controls and indications.
201
ENGINE START PANEL
The ENGINE MODE selector has three positions. The NORM position provides normal mode
of operation
202
The IGNITION/START position provides these functions.
203
The CRANK position is used for dry or wet cranking of the engine.
204
The ENGINE MASTER switch has ON and OFF positions with these functions. From ON to
OFF, the switch must be lifted up then set to OFF.
205
The amber FAULT light illuminates when one of these occurs.
206
The red FIRE light illuminates in case of fire or during the related engine fire test.
207
ENGINE MANUAL START PANEL
The ENGINE MANUAL START panel incorporates manual start switches for each engine.
The switches control the start valve.
208
ENGINE FADEC GROUND POWER PANEL
The FADEC ground power switches, located on the overhead maintenance panel,
control the electric power supply to FADECs on the ground.
209
THRUST LEVERS
The thrust levers consist of thrust levers itself, thrust reverser levers and autothrust instinctive
disconnect push-buttons.
210
The thrust levers can be moved individually and operated only manually. The lever
position is transmitted as a Thrust Lever Angle which sets the reference for FADEC
computation of thrust rating mode and thrust limit value.
211
These are the functions of the thrust reverser levers
212
Instinctive disconnect push-buttons are used to disconnect the auto thrust.
213
Auto thrust operating range is different in one engine operation and 2 engine operation.
TOGA, FLEX/MCT and CLIMB positions have detents; idle, reverse idle and FULL reverse
positions have stops.

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214
ENGINE/WARNING DISPLAY
The Engine Warning Display shows the primary engine parameters.
215
The IDLE indication is displayed only during flight, when both engines are at idle.
216
These are the thrust rating mode and N1 thrust limit value.
217
The N1 indicator shows the current N1.
218
This is N1 correspondent to the thrust lever position.
219
Limit value of N1 corresponding to the full forward thrust lever position is displayed with
amber mark.
220
Beginning of the red arc displays the maximum allowable N1 or N1 red limit.
221
The rest of the arc represents the N1 exceedance.
222
During thrust reduction or thrust increase, additional data are displayed on the N1
indicator.
223
Here is the reverser indication.
224
An optional AVAIL indication may be displayed after the engine is started.
225
The EGT indicator shows the current EGT.
226
The EGT limit is displayed with an amber index.
227
The beginning of the red arc shows the maximum allowable EGT, or EGT red limit.
228
The rest of the arc represents the EGT exceedance.
229
The N2 is indicated only as digital read-out.
230
The fuel flow is displayed in green.
231
This amber message appears in memo display, when the respective engine fan cowl is
not closed on ground.
232

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POWER PLANT (CFM 56) Rev: 2

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The memo display indicates IGNITION message, when continuous ignition is activated on
any engine.
233
ECAM ENGINE PAGE
The ECAM ENGINE page displays secondary engine parameters, nacelle temperature
and start sequence.
234
The fuel used is displayed in green.
235
An excessive pressure loss across the fuel filter is displayed by CLOG message.
236
The oil quantity is indicated in quarts.
237
Below the oil quantity indication is the oil pressure indication.
238
An excessive pressure loss across the oil filter is displayed by CLOG message
239
Oil temperature indications have these characteristics.
240
These are the vibration levels of N1 and N2 rotors.
241
The ENGINE page also shows the nacelle temperature.
242
The same area is dedicated to start sequence indications during a ground start.
243
The starter inlet pressure is displayed digitally.
244
This symbol represents the position of the respective start valve.
245
The ignition indication is displayed above the start valve symbol.
246
End of course.

Copyrights © 2007 by Flyco Training Solutions