Professional Documents
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CTC-232 - FDA - Dec 09
CTC-232 - FDA - Dec 09
CFM56-5A / -5B
CTC-232 Level 3
TOC
CFM56-ALL TRAINING MANUAL
Published by CFMI
general Page
Issue 01
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CFM56-ALL TRAINING MANUAL
general Page
Issue 01
TOC
CFM56-ALL TRAINING MANUAL
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.
general Page
Issue 01
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CFM56-ALL TRAINING MANUAL
general Page
Issue 01
TOC
CFM56-ALL TRAINING MANUAL
lexis
EFFECTIVITY Page
ALL CFM56 ENGINES LEXIS
Issue 02
CFMI Proprietary Information
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CFM56-ALL TRAINING MANUAL
EFFECTIVITY Page
ALL CFM56 ENGINES LEXIS
Issue 02
CFMI Proprietary Information
TOC
CFM56-ALL TRAINING MANUAL
EFFECTIVITY Page
ALL CFM56 ENGINES LEXIS
Issue 02
CFMI Proprietary Information
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CFM56-ALL TRAINING MANUAL
EFFECTIVITY Page
ALL CFM56 ENGINES LEXIS
Issue 02
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CFM56-ALL TRAINING MANUAL
EFFECTIVITY Page
ALL CFM56 ENGINES LEXIS
Issue 02
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CFM56-ALL TRAINING MANUAL
EFFECTIVITY Page 10
ALL CFM56 ENGINES LEXIS
Issue 02
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CFM56-ALL TRAINING MANUAL
EFFECTIVITY Page 11
ALL CFM56 ENGINES LEXIS
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CFM56-ALL TRAINING MANUAL
EFFECTIVITY Page 12
ALL CFM56 ENGINES LEXIS
Issue 02
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TOC
CFM56-ALL TRAINING MANUAL
U
UER UNSCHEDULED ENGINE REMOVAL
UTC UNIVERSAL TIME CONSTANT
V
VAC VOLTAGE, ALTERNATING CURRENT
VBV VARIABLE BLEED VALVE
VDC VOLTAGE, DIRECT CURRENT
EFFECTIVITY Page 13
ALL CFM56 ENGINES LEXIS
Issue 02
CFMI Proprietary Information
TOC
CFM56-ALL TRAINING MANUAL
°F = 1.8 x °C + 32 °C = ( °F - 32 ) /1.8
EFFECTIVITY Page 14
ALL CFM56 ENGINES LEXIS
Issue 02
CFMI Proprietary Information
TOC
CFM56-5A/-5B TRAINING MANUAL
TABLE OF CONTENTS
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CFM56-5A/-5B TRAINING MANUAL
lexis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
ARCHITECTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
INTERFACES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
ECU SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
FAULT DETECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
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ARCHITECTURE
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The engine control system is composed of the following Electronic Control Unit (ECU)
elements:
- Electronic Control Unit (ECU), containing two The ECU is the prime component of the engine control
identical computers, designated channel A & B. system.
- Hydro-mechanical Unit (HMU), which converts
electrical signals from the ECU into hydraulic The ECU governs the engine in response to thrust
pressures to drive the engine’s valves and command inputs from the airplane and provides
actuators. information to the airplane for flight compartment
- ECU alternator. indication, maintenance reporting and, optionally, engine
- Engine Identification plug (ID plug). condition monitoring.
- Engine pressure, temperature and speed sensors.
- Variable Stator Vane (VSV) actuators. Control system maintenance is assisted by extensive
- Variable Bleed Valve (VBV) actuators. ECU internal software called Built-In-Test-Equipment
- High Pressure Turbine Clearance Control (HPTCC). (BITE), which monitors engine data and ECU status flags
- Low Pressure Turbine Clearance Control (LPTCC). to detect engine failures.
- Fuel Return Valve (FRV).
- Thrust Reverser (TR) control.
- Starter Air Valve (SAV).
- Ignition components / control system.
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CFM56-5A/-5B TRAINING MANUAL
CONTROl SIGNAlS
TRA
FEEDBACK SIGNAlS
ANAlOG
115V ARINC
DISCRETE 28V
400hz DATABUSES
SIGNAlS
* **
FMV
FUEl hYDRO-
IGNITION AlTERNATOR MEChANICAl
UNIT
Electrical interfaces
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CFM56-5A/-5B TRAINING MANUAL
J2
J6
J15 J8
7J14 4
J5 J J1 0 J
J1 J12
13 * BSV POSITION SWITCh
11 J
J9 J ON -5A ONlY
J3
ChANNEl A ChANNEl B
CONNECTOR CONNECTOR FUNCTION
(ODD) (EVEN)
ENGINE TESTS
If the engine is not running, the ECU becomes fully Built-In-Test-Equipment (BITE) monitors the system and
operational within a maximum of three seconds after memorizes failures.
application of airplane power, or an external reset.
The BITE detects and isolates failures, or combinations
If the core speed is greater than 10% N2, the ECU of failures, in order to determine the health status of the
performs a short initialization and is fully functional in less channels and to transmit maintenance data to the aircraft.
than 750 ms after application of airplane power.
There are two types of Built-In-Test : Initialization test and
Each ECU channel performs a reset initialization Periodic test.
sequence in response to aircraft-generated resets, or at
power-up. The Initialization tests cover functions which cannot be
continually tested without disturbing the ECU system
An aircraft-commanded reset occurs when the master operation. The typical tasks of an Initialization test
lever is toggled from ON to OFF. are processor test, memories test and output driver
disconnect tests.
During reset initialization, all RAM variables are
initialized, except for a special reserved area. This area The Periodic tests cover functions which can be
of RAM is not initialized as it is allocated to parameters continually tested. These tests are similar to the
critical to engine operation and which must maintain their Initialization tests, but are run in background as time
values prior to the reset operation. permits.
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CFM56-5A/-5B TRAINING MANUAL
POWER UP
POWER UP TEST
OPERATIONAl
FUNCTION
BUIlT-IN TESTS
PERMANENT
MONITORING
NO FADEC TEST
ENGINE RUN SPECIFIC TESTS ThRUST REVERSER TEST
IGNITION TEST
YES
CTC--00-00 TESTS
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The ECU has two channels, A and B, and both channels Active and Standby channel selection is performed at
are capable of controlling the engine. ECU power-up and during operation.
The two channels are identical and permanently Active and Standby selection is based upon the health of
operational, but they operate independently from each the channels and each channel determines its own health
other. Each channel has a full complement of sensors, status. The healthiest is selected as the Active channel.
interfaces to the engine and aircraft, central processor
and output drivers. When both channels have an equal health status, active/
standby channel selection alternates with every engine
As well as continuously checking and processing their start, if N2 was greater than 11,000 RPM during the last
own inputs, the channels compare each others data over run.
a Cross Channel Data Link (CCDL), to ensure that there
are no anomalies.
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CFM56-5A/-5B TRAINING MANUAL
ECU
INPUTS
ChANNEl
ACTIVE
A
CCDl
ChANNEl
B STAND-BY
INPUTS
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INTERFACES
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There are many aircraft computers and systems that Bleed and pneumatic data for engine control
interface directly or indirectly with the engine FADEC
systems. ECS = Environmental Control System
BMC = Bleed Monitoring Computer
These computers can be classified into various types of NAI = Nacelle Anti-Ice
activity: WAI = Wing Anti-Ice
Interface and Data storage for communication and Aircraft system information for engine control
data retrieval
FLSCU = Fuel Level Sensing Control Unit
EIU = Engine Interface Unit LGCIU = Landing Gear Control Interface Unit
CFDIU = Centralized Fault Display Interface Unit SFCC = Slats and Flaps Control Computer
DMU = Data Management Unit
FDIMU = Flight Data Interface Management Unit Auto pilot for engine power targeting
DFDRS = Digital Flight Data Recording system
FMGC = Flight Management and Guidance
Warning and display for Crew and maintenance Computer
FCU = Flight Control Unit
FWC = Flight Warning Computer
SDAC = System Data Acquisition Concentrator
DMC = Display Monitoring Computer
ECAM = Electronic Centralized Aircraft Monitoring
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- The cockpit switches (Master Lever, rotary selector, The ECU provides two Idle Selection modes:
Fadec ground power, etc.).
- The Autothrottle loop (from FMGC 1(2) and the - Approach idle, when flaps are extended (SFCC), or
FCU) Landing gear is down (LGCIU).
- The Environmental control system (ECS), the Bleed - Modulated idle up to approach idle, depending on
system. oil temperature, (IDG cooling), air conditioning and
- The Fuel Level Sensing Control Unit (FLSCU 1(2)). anti-ice demand (Zone and pack controller).
- The Landing gear Control Interface Unit (LGCIU).
- The Slat and Flap control Computer (SFCC). The ECU allows fuel to be returned to the A/C for IDG
- Wing anti-ice (WAI) and Nacelle Anti-Ice (NAI). cooling and engine oil cooling if the A/C fuel management
computers (FLSCU) allow it.
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PACK ZONE
ECS EIU 1 CH A
CONTROLLER CONTROLLER
J3
BMC 1(2)
5 CH B
CFDIU
WHERE :
TLA information
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CFM56-5A/-5B TRAINING MANUAL
THROTTLE
SET
IDENTICAL ENG 1
FOR OTHER
ENGINES
ECU 1
3
CH A
J3
ADIRU 1
CH B
3 J4
ADCs
OTHER
ADIRU 2 ENGINE
HARDWIRED LINKS
WHERE :
ARINC 429 LINKS
ADIRU = AIR DATA INERTIAL REFERENCE UNIT
The FADEC interface ARINC 429 output busses are - The BMC (Bleed Monitoring Computer) receives the
shown on the opposite page. The main ECU interface is bleed information from the engine through the EIU.
the EIU, however it is not the only one. The ECU 1(2) is
interfaced with: The same bus provides primary parameters (N1, N2,
EGT, fuel flow), which are sent by the ECU directly to
- The Engine interface unit (EIU) the ECAM through the DMC computers. Secondary
- The Display monitoring computers (DMC1, 2, 3) parameters are sent to the ECAM by the SDAC. The
- The Flight Warning computers (FWC 1, 2) FWC are involved in warning messages displayed on the
- The Flight Management Computers (FMGC 1, 2) ECAM system if any abnormal conditions are sensed.
- The Data Management Unit (DMU)
The DMU collects, stores and processes various A/C and
There are two low-bit-rate synchronized ARINC output engine data and generates condition reports.
busses per ECU channel. The information provided to the
Aircraft system is used for the following purposes: The FMGC receives the actual N1 and uses it to compute
the autothrust order, and sends it to the FCU, which
- The CFDS is a Centralized maintenance aid provides the Autothrust target as explained on the
system, which gives the maintenance technicians previous page.
a means to read the information related to most
of the aircraft systems and to initiate tests of Note:
these systems from the cockpit. The CFDS The FDIMU (Flight Data Interface Management Unit) is
communicates with the ECU’s through the EIU. a computer that centralizes all the data prior to having it
written in the DFDR.
- The DFDR collects various engine and A/C system
parameters through the FDIMU and the CFDS
system, and processes them internally. The DFDR
stores the data collected over the last 25 hours.
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CFDS BMC
DFDRS
FDIMU
ENGINE 1 (2)
CH A J3
CH B J4
Some sensors are directly connected to Aircraft The Low oil pressure switch information is delivered to
computers; their readings are not provided through the the EIU and Flight Warning Computers (FWC’s).
ECU. This means that fault reports will be only available
through the CFDS. An Aircraft logic described later in this course provides
the crew with warning and advisory information.
These computers are:
Maintenance messages will be found in the in the aircraft
- The SDAC’s Centralized Fault and Display System (CFDS).
- The EIU
- The FWC’s The aircraft is equipped with a single Engine and
- EVM Vibration Monitoring computer. It receives the speeds and
vibrations from both engines.
The SDAC’s receive:
The Low oil pressure switch information is delivered to
- Fuel filter clog Engine 1 (SDAC1) EIU and Flight Warning Computers (FWC’s).
- Fuel filter clog Engine 2 (SDAC2)
- Oil filter clog engine 1 & 2 An Aircraft logic described further in that course provide
- Oil Pressure transmitter the crew with warning and advisory information.
- Oil quantity transmitter
Maintenance message will be found in the in the aircraft
The Engine Interface Unit receives the oil temperature Centralized Fault and Display System (CFDS).
parameter taken on the lube unit for engines 1 & 2. This
information is just used for cockpit indication. The aircraft is equiped with a single Engine and Vibration
Monitoring computer. It receives the speeds and
vibrations from both engines.
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SDAC 2
FUEL FILTER CLOG ENG2
LUBE UNIT
FWC 1
FWC 2
N1 SPEED SENSOR
N2 SPEED SENSOR
4
EVMU
N1 BRG ACC
TRF ACC
ENGINE AIRCRAFT
fadec interfaces
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CFM56-5A/-5B TRAINING MANUAL
MASTER MASTER
CAUT WARN
ECU
FWC 1
3
FWC 2
UPPER
ECAM
DMC 1 EWD
EIU 2 DMC 2
DMC 3 LOWER
ECAM
SD
SDAC 1
3
SDAC 2
EVMU
Acquisition of aircraft system data is performed by the The Data Management Unit (DMU) also reads vibration
Centralized Fault Display System (CFDS). This includes information. It builds report in which Vibration, and phase
the ECAM to display warnings and system information, angle for N1 and N2 rotors are specified.
the DFDRS, which is an obligatory recording system, the
CFDIU and the DMU, which is the main component of the The main components of the CFDS are the CFDIU,
Aircraft Integrated Data System (AIDS). which has a main channel and a standby channel, and
the aircraft system BITES. The CFDIU continuously
In each aircraft system computer, a BITE monitors scans the busses from the aircraft systems and if a failure
the system and memorizes the failures. After failure message from a system BITE is present on a bus, the
detection, the BITE is able to identify the possible failed CFDIU copies and stores it.
LRU’s and give a ‘snapshot’ of the system environment
when the failure occurred. All information necessary for The CFDIU also stores the ECAM messages generated
maintenance and troubleshooting is memorized in NVM. by the FWC’s and acts as an interface for some class 2
failures, transmitted by the DMU, and used for the ECAM
The ECU is able to distinguish between faults external maintenance status.
and internal to the FADEC system. External faults are
defined as those detected on aircraft interfaces not
dedicated to the FADEC system. External functions
include the ADIRU’s, the EIU and aircraft power supplies.
All other faults in the system (ECU, HMU, sensors,
cables, components, etc.) are considered internal faults.
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CFM56-5A/-5B TRAINING MANUAL
SDAC 1 FWC 1
SDAC 2 FWC 2
ECU
EIU
CFDIU
EVMU
MCDU 1
PRINTER MDDU ACARS DAR PDL
MCDU 2
DMU (AIDS)
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CFM56-5A/-5B TRAINING MANUAL
During flight, all faults, failures, or abnormal situations are In addition, there are some audio warnings. The single
recorded by the Aircraft. tone indicates an advisory information, a parameter
drifting from its normal value. The continuous chime
The faults are classified by level; there are three levels of indicates a more important failure. In both cases, if
failure: existing the relevant page comes on the lower ECAM.
- Class 1 faults are indicated to the crew in real time.
When the ECAM displays an abnormal information item,
- Class 2 faults are not indicated to the crew in real it is displayed with a certain logic that will be described
time. At the end of the flight, when the aircraft is on for each parameter in this course.
the ground for more than 30 seconds after 80 kt, a
status box comes on the upper ECAM. In addition after landing a post flight report is printed
automatically 30 seconds after 80 kt. This report is
- Class 3 faults are not indicated to the crew. These for the maintenance people, in order to initiate the
faults will be retrieved in the CFDS memory by the troubleshooting.
maintenance specialist.
The post flight report displays only class 1 and 2 faults, it
There are two levels of class 3 faults. The class 3 long must be also reported in the A/C logbook.
dispatch faults concerning items, and the SM (scheduled
maintenance) concerning faults that must be repaired The post flight report indicates the ECAM WARNINGS
within 500 hours. indicated to the crew during the flight and the FAULT
MESSAGES for the maintenance specialist.
The faults provided to the crew in real time are displayed
on the UPPER ECAM in the message area: The PFR indicates which system has a fault and when it
occurred with a specific grammar, which is useful to find
- ENG1 OVERTEMPERATURE the troubleshooting procedure.
- ENG1 COMPRESSOR VANE
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CFM56-5A/-5B TRAINING MANUAL
DING
MASTER DING
5 5
10
N1 10
FLX 1.296 56 C DING
84.2
%
84.2 WARN DING
5
10 EGT 5
10
0
C FOB: 6700KG
952 670 AFTER FLIGHT
N2 S FLAP F
104.9 % 99.9
A/C ID DATE GMT FLNT CITY PAIR
F.F 2
2300
KG/H
2185 .F-GFXU 20JUN 1045 AF2706 LFPO LFPNO
GMT PH ATA
1125 06 28-21-00 PUMP(1QW)
TAT +10 C GW 54700 KG
SAT +10 C 03 H 25
The Post flight report may be available with the MCDU The Post Flight Report provides the ECAM warning and
(Multipurpose Control and Display Unit) through different the maintenance message.
ways:
As shown on the opposite page, the ENG1 OVERLIMIT
- By Acars (Aircraft Communication And Reporting provided to the the crew does not have any maintenance
System) if one presses the Send MCDU key on message. Indeed the engine related does not have any
the bottom left of the screen. problem. Overtemperature is linked to the VBV for which
there is a flight crew message : ENG1 COMPRESSOR
- It can be printed by pressing the opposite Print key VANE and this message is related to the maintenance
on the bottom right of the screen. message J8, HMU (VBV TM), ECU.
- The last possibility to obtain the PFR is automatic, Sometimes, according to the flight phase and the FWC
during landing 30 seconds after 80 kts, the PFR is (Flight Warning Computer) logic, the crew is not always
printed. aware of a failure. This logic belongs to Airbus and will
not be described in this course. To conclude on that point,
the airplane logic says “don’t bother the crew with that
fault now, there are something else to do“.
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CFM56-5A/-5B TRAINING MANUAL
MAINTENANCE
POST FLIGHT REPORT
GMT PH ATA
0920 05 73-21 ENG 1 EGT OVERLIMIT
GMT PH ATA
0920 05 73-21 ENG 1 COMPRESSOR FAULT
GMT PH ATA
1125 06 28-21 FUEL L TK PUMP 1 LO PR
FAULT MESSAGES
GMT PH ATA
1125 06 28-21-00 PUMP(1QW)
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CFM56-5A/-5B TRAINING MANUAL
DISCONNECT HARNESS
FROM ECU CONNECTOR
CHECK RESISTANCE
OF
HARNESS / COMPONENT
NO YES
IS RESISTANCE
WITHIN LIMIT ?
DISCONNECT HARNESS
FROM COMPONENT
YES
CHECK RESISTANCE IS RESISTANCE
OF COMPONENT WITHIN LIMIT ?
NO
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ECU SIGNALS
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CFM56-5A/-5B TRAINING MANUAL
ecu inputs
Each ECU channel receives critical engine signal inputs When the signal is less critical, only one source sends a
from separate sources. signal, which is connected to both channels.
Dual power:
Engine alternator.
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CFM56-5A/-5B TRAINING MANUAL
SINGLE
pS13 (pMUX)
T5 (pMUX)
ECU
DUAL
CHANNEL
A
LVDT/RVDT/RESOLVER
SOL pOSITION SW (e.g. SAV)
pS12 SHARED
pS3
p0 EGT
T25 TC
T12 FUEL FLOWMETER
T3 HMU OSG SW
TEO ID pLUG
TECU
N1
N2
CHANNEL
B
ENGINE ALTERNATOR
SINGLE
p25 (pMUX)
ECU Inputs
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CFM56-5A/-5B TRAINING MANUAL
RATING 29
RATING 16
RATING 15
- 5B RETURN 28
NEW/pREVIOUS 1
N1 TRIM 5
N1 TRIM 14
RETURN 4
N1 TRIM 11
pMUX 13
RATING 12
SpARE 24
RETURN 25
5A/5B 20
N1 TRIM pARITY 21
RETURN 8
SAC SpARE, DAC NACTB 31
CONFIG. pARITY 30
ENGINE CONFIG. (5B) 19
ENGINE CONFIG. (5B/p) 7
ACOUSTICAL pACKAGE INSTALLED 6
RETURN 18 FUSE LINKS
TCMA DISABLED 23
SYSTEM COMBUSTOR CONFIG LSB 22
pUSH-pULL LINKS
SYSTEM COMBUSTOR CONFIG 9
CHANGE AIRCRAFT TYpE 3
SYSTEM COMBUSTOR CONFIG MSB 2
RETURN 10
SpARE 17
SpARE 26
SpARE 27
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CFM56-5A/-5B TRAINING MANUAL
RATING 29 RATING 29
- 5A RATING 16 RATING 16
RATING 15 RATING 15
RETURN 28 RETURN 28
pMUX INHIBIT 13 pMUX INHIBIT 13
RATING 12 BUMp 12
RATING 24 BUMp 24
RETURN 25 RETURN 25
ESN 30 OpEN 30
ESN 31 OpEN 31
ESN 19 OpEN 19
ESN 7 OpEN 7
ESN 6 ENGINE CONFIG 6
RETURN 18 RETURN 18
ESN 3 SpARE 3
ESN 2 SpARE 2
ESN 9 A3 TEST CELL 9
ESN 22 pARITY 22
ESN 13 SpARE 13
RETURN 10 RETURN 10
UNAVAILABLE 1
UNAVAILABLE 20
UNAVAILABLE 5
UNAVAILABLE 11 FUSE LINKS
UNAVAILABLE 14
UNAVAILABLE 21
UNAVAILABLE 26
UNAVAILABLE 17
SHIELD GROUND 27
ecu outputs
Each ECU channel has 2 independent ARINC429 serial Channels A and B deliver constant outputs, irrespective
databuses, which interface with the aircraft. There are no of which channel is in control. Channel switch-over does
differences in the bus outputs, but data which is specific not affect the output data of the ECU, except for the
to a channel, such as fault and maintenance data, may status indication for the channel in control, items specific
differ from channel to channel. Sensor values that are to the channel in control and whatever faults caused the
output by the two separate ECU channels will also be switch-over.
slightly different, but within signal tolerance requirements.
Both ECU channels are able to control torque motor
Cockpit indication data is output to the aircraft to keep the and solenoid output loads, but only the active channel
flight crew informed of the operational status of system supplies control outputs during normal operation and the
components and FADEC system controlled engine standby outputs are not used.
parameters.
The ECU turns the two engine igniters on, or off, using
Maintenance data is output, via the ARINC429 buses to relay-controlled switches, internal to the ECU.
the aircraft maintenance computer. This data provides
information to help the ground crew identify system Each channel of the ECU also provides excitation
faults and isolate the faults to the correct LRU, or system voltages for the throttle control system resolvers.
interface.
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CFM56-5A/-5B TRAINING MANUAL
AIRCRAFT ECU
TRA EXCITATION
ACTIVE / STD-BY
T/R DIRECT VALVE
TRA EXCITATION
* -5B ONLY
** -5A ONLY
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FAULT DETECTION
EFFECTIVITY Page 65
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fault detection
Signal processing
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CFM56-5A/-5B TRAINING MANUAL
lOCAl ChANNEl
ANAlOG
SIGNAl
ChECK ARINC
DISCRETE PARAMETER OUTPUT
CONTROl
SElECTION lAW CONTROl
S/TM
RANGE CAlCUlATIONS
ARINC
ChECK
CCDl
CROSS ChANNEl
ANAlOG
ARINC
DISCRETE AS AS AS
ABOVE ABOVE AS ABOVE S/TM
ARINC ABOVE
fault detection
Each ECU channel determines whether to be in the The internal logic of the ECU ensures that each channel
active state, or the standby state, based on a comparison achieves an active status on an alternating basis. An
of its health with that of the cross channel. NVM flag is assigned to identify the channel that is
presently active.
The channel with the better health status becomes the
active channel. When both channels are of equal health, The last-active flag is only set when N2 becomes less
the channel selection state remains as the previous than 35% speed.
selection state.
The NVM last-active flag becomes the lowest priority
A hierarchy is assigned to the list of possible faults that status in channel health determination.
could lead to a channel switch.
The occurrence of any higher priority faults overrides the
When a single fault occurs, the channel with lower priority last-active flag to ensure the healthiest channel is made
faults (if any) becomes active. If the same equal priority the active channel.
fault(s) exist on both channels, no switching occurs.
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CFM56-5A/-5B TRAINING MANUAL
DESCRIPTION
CHANNEL SELECTION
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EFFECTIVITY
engine indicating
system Page 73
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CFM56-5A/-5B TRAINING MANUAL
EFFECTIVITY
engine indicating
system Page 74
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CFM56-5A/-5B TRAINING MANUAL
WARNING INDICATIONS
EFFECTIVITY
WARNING
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warning indications
EFFECTIVITY
WARNING
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CFM56-5A/-5B TRAINING MANUAL
DING
CONTINUOUS MASTER DING
CHIME WARN DING
DING
ACCELEROMETER 1 SDAC 1
ACCELEROMETER 2 SINGLE MASTER
DONG
EVMU CHIME
CAUT
N1 SpEED
N2 SpEED SDAC 2
5
10
OIL QUANTITY RED INDICATION
OIL pRESSURE 104.1
FUEL FILTER CLOG
OIL FILTER CLOG 5
10 AMBER INDICATION
726
UppER
N1 SpEED ECAM
N2 SpEED DMC 1 100 INDICATION pULSING
EGT 0 15 GREEN OR AMBER
FUEL FLOW ECU
T/R SWITCHES DMC 2 5
10 DIGITS pARTIALLY
SAV SWITCHES DMC 3 LOWER DASHED
101.4
4
IGNITION ECAM
ALL DIGITS
1410
DASHED
StS STATUSES
aDV ADVISORIES
NACELLE TEMp. EIU 1 FWC 1
OIL TEMp. ENG 1 N1 OVERLIMIT
THR LEVER 1 BELOW LIMIT
AMBER MESSAGES
OIL QUANTITY
OIL pRESSURE SWITCH EIU 2 FWC 2 ENG 1 OIL LOW PR
THROTTLE 1 IDLE RED MESSAGES
warning indications
STS and ADV message indications may appear on the The status box comes on when the aircraft is back on
ECAM upper display to draw the pilot’s attention. ground with class 2 failures. The box is displayed after 80
knots plus 30 seconds.
Advisory mode
EFFECTIVITY
WARNING
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CFM56-5A/-5B TRAINING MANUAL
5 5 5 5
10
N1 10 10
N1 10
% %
89.0 89.0 CL 89.0%
0% 89.0 89.0 CL 89.0%
0%
5
10 EGT 5
10
5
10 EGT 5
10
575
0
C 575 FOB:16300
16300KG 575
0
C 575 FOB:16300
16300KG
N2 N2
95.0 % 95.0 95.0 % 95.0
F.F F.F
2100 2100 2100 2100
KG/H KG/H
StS
After a failure, the status and system page provides the Overflow low arrow: only concerns the warning messages
operational summary of the aircraft systems. The left part and indicates that the messages exceed the capacity of
of the status page displays: the display on the Left Memo Area. In this case, the hea-
ding titles of the warning messages are displayed on the
- In blue the limitations and the postponable Right Memo Area.
procedures.
- In green the landing capability and some reminder Automatic display
information.
The status page contain an operational summary of the
The cancelled cautions are displayed at the bottom. aircraft condition. This page is automatically called when
The right part indicates the inoperative systems and the slats > 2 (in approach).
maintenance status. On the lower part of the status and
system page, some data are displayed.
note:
When the STATUS page disappears, a white STS mes-
sage appears on the ENGINE and WARNING display to
indicate that the STATUS page is no longer empty.
EFFECTIVITY
WARNING
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CFM56-5A/-5B TRAINING MANUAL
TO
T.O EMER
ER
CO G
CONFIG CA
CANC
STATUS
APPR PROC DUAL HYD LO PR INOP SYS
ALL -IF BLUE DVHT OUT= G+B HYD
-BLUE ELEC PUMP...AUTO CAT 2
-IF GREEN OVHT OUT: B ELEC PUMP
STS RCL
C -GREEN ENG 1 PUMP..ON G RSVR
-PTU.............AUTO L+R AIL
SPLR 1+3+5
L ELEV
-L/G........GRVTY EXTN
FLATS
-LDG SPD INCREN...10 KT
AP 1+2
-LDG DIST........X 1.2
ENG 1 REV
CAT 1 ONLY NORM BRK
FLAP SLOW NV STEER
MAINTENANCE
CANCELLED CAUTION
STATUS APU
AIR COND
NAV IR 2 FAULT
APPROACH PROCEDURES INOPERATIVE SYSTEMS
The N1 indication is displayed on the upper display unit of When N1 LIM < N1 < red line:
the ECAM system: - The indication becomes amber.
- In analog form, by a pointer deflecting in front of a
dial, When N1 = red line:
- In digital form, in the lower section of the dial. - The indication becomes red.
- The MASTER CAUT light comes on accompanied
The indication is normally green. by a single chime.
If fan speed reaches the red line N1, a small red line
remains positioned on the analog scale at that value
(max pointer). The max pointer is reset at next Master
Lever ON.
EFFECTIVITY
WARNING
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CFM56-5A/-5B TRAINING MANUAL
MASTER
DONG
CAUT
5 5
10
N1 10
FLX 84.6%
6% 35 C 0
%
104.0 101.4
5
10 EGT 5
10
670
0
C 670 FOB:16300
16300KG A/C ID DATE GMT FLNT CITY PAIR
.F-GFXU 20JUN 1842 AF2706 LFPO LFPN
N2 S FLAP F
99.8 % 99.
.9 MAINTENANCE
POST FLIGHT REPORT
F.F 2
955 977
KG/H A/C ID DATE GMT FLTN CITY PAIR
.F-GFXU 20JUN 1842 AF2706 LFPO LFPN
ENG 1 N1 OVERLIMIT ECAM WARNING MESSAGES
THR LEVER 1 BELOW LIMIT
GMT PH ATA
0820 05 73-21 ENG 1 N1 OVERLIMIT
GMT PH ATA
0920 06 73-21 THR LEVER 1 BELOW LIMIT
Warning indication
EFFECTIVITY
WARNING
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CFM56-5A/-5B TRAINING MANUAL
MASTER
DONG
CAUT
5 5
10
N1 10
FLX 84.6%
6% 35 C 0
% A/C ID DATE GMT FLNT CITY PAIR
101.4
4 XX .F-GFXU 20JUN 1842 AF2706 LFPO LFPN
5
10 EGT 5
10
670
0
C 670 FOB:16300
16300KG MAINTENANCE
POST FLIGHT REPORT
Warning indication
EFFECTIVITY
WARNING
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TOC
CFM56-5A/-5B TRAINING MANUAL
MASTER
DONG
CAUT
5 5
10
N1 10
FLX 84.6%
6% 35 C 0
%
104.1 105.9
5
10 EGT 5
10
670
0
C 670 FOB:16300
16300KG A/C ID DATE GMT FLNT CITY PAIR
.F-GFXU 20JUN 1842 AF2706 LFPO LFPN
N2 S FLAP F
99.8 % 99.
.9 MAINTENANCE
POST FLIGHT REPORT
F.F 2
955 977
KG/H A/C ID DATE GMT FLTN CITY PAIR
.F-GFXU 20JUN 1842 AF2706 LFPO LFPN
ENG 2 N1 OVERLIMIT ECAM WARNING MESSAGES
THR LEVER 2...IDLE
ENG MASTER 2...OFF GMT PH ATA
0820 05 73-21 ENG 2 N1 OVERLIMIT
GMT PH ATA
0820 06 73-21 THR LEVER 2...IDLE
GMT PH ATA
0820 06 73-21 ENG MASTER 2...OFF
warning indications
The index pulses amber above EGT MCT max value (or
above start limit during the start sequence).
EFFECTIVITY
WARNING
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CFM56-5A/-5B TRAINING MANUAL
MASTER
5 5 DONG - 5B
10
0
N1 10
FLX 84.6%
6% 35 C 0 CAUT
%
101.4 70.4
5
10 EGT 5
10
726
0
C 670 FOB:16300
16300KG A/C ID DATE GMT FLNT CITY PAIR
.F-GFXU 20JUN 1842 AF2706 LFPO LFPN
N2 S FLAP F
99.8 % 99.
.9
MAINTENANCE
F.F 2 POST FLIGHT REPORT
955 977
KG/H
A/C ID DATE GMT FLTN CITY PAIR
ENG 1 START FAULT .F-GFXU 20JUN 1842 AF2706 LFPO LFPN
-EGT OVERLIMIT
ECAM WARNING MESSAGES
GMT PH ATA
0720 02 73-21 ENG 1 START FAULT-EGT OVERLIMIT
5
10 EGT 5
10
915
0
C 670
aDV
EFFECTIVITY
WARNING
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CFM56-5A/-5B TRAINING MANUAL
MASTER
5 5 DONG - 5A
10
0
N1 10
FLX 84.6%
6% 35 C 0 CAUT
%
101.4 70.4
5
10 EGT 5
10
726
0
C 670 FOB:16300
16300KG A/C ID DATE GMT FLNT CITY PAIR
.F-GFXV 20JUN 1842 AF2706 LFPO LFPN
N2 S FLAP F
99.8 % 99.
.9
MAINTENANCE
F.F 2 POST FLIGHT REPORT
955 977
KG/H
A/C ID DATE GMT FLTN CITY PAIR
ENG 1 START FAULT .F-GFXV 20JUN 1842 AF2706 LFPO LFPN
-EGT OVERLIMIT
ECAM WARNING MESSAGES
GMT PH ATA
0720 02 73-21 ENG 1 START FAULT-EGT OVERLIMIT
5
10 EGT 5
10
855
0
C 670
aDV
warning indications
The index and the numerical value pulse red above the
EGT red line.
At red line the following message pops up on the upper
ECAM to ask the crew to reduce the throttle:
Note:
If the red line is exceeded, the EGT max value is
memorized with the corresponding time.
EFFECTIVITY
WARNING
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CFM56-5A/-5B TRAINING MANUAL
MASTER
DONG - 5B
5 5 CAUT
10
0
N1 10
FLX 84.6%
6% 35 C 0
%
101.4 70.4
N2 S FLAP F MAINTENANCE
POST FLIGHT REPORT
99.8 % 99.
.9
F.F 2 A/C ID DATE GMT FLTN CITY PAIR
955 977 .F-GFXU 20JUN 1842 AF2706 LFPO LFPN
KG/H
ECAM WARNING MESSAGES
MAINTENANCE
POST FLIGHT REPORT
5
10 EGT BECOME RED ABOVE A/C ID DATE GMT FLTN CITY PAIR
971
0
C OVERTEMpERATURE LIMIT
.F-GFXU 20JUN 1842 AF2706 LFPO LFPN
GMT PH ATA
0820 04 73-21 ENG 1 EGT OVERLIMIT
ENG 1 EGT OVERLIMIT
THR LEVER 1...IDLE 0820 04 73-21 THR LEVER 1...IDLE
ENG MASTER 1...OFF 0820 04 73-21 ENG MASTER 1...OFF
EFFECTIVITY
WARNING
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CFM56-5A/-5B TRAINING MANUAL
MASTER
DONG - 5A
5 5 CAUT
10
0
N1 10
FLX 84.6%
6% 35 C 0
%
101.4 70.4
N2 S FLAP F MAINTENANCE
POST FLIGHT REPORT
99.8 % 99.
.9
F.F 2 A/C ID DATE GMT FLTN CITY PAIR
955 977 .F-GFXV 20JUN 1842 AF2706 LFPO LFPN
KG/H
ECAM WARNING MESSAGES
MAINTENANCE
POST FLIGHT REPORT
5
10 EGT BECOME RED ABOVE A/C ID DATE GMT FLTN CITY PAIR
915
0
C OVERTEMpERATURE LIMIT
.F-GFXV 20JUN 1842 AF2706 LFPO LFPN
GMT PH ATA
0820 04 73-21 ENG 1 EGT OVERLIMIT
ENG 1 EGT OVERLIMIT
THR LEVER 1...IDLE 0820 04 73-21 THR LEVER 1...IDLE
ENG MASTER 1...OFF 0820 04 73-21 ENG MASTER 1...OFF
warning indications
EFFECTIVITY
WARNING
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CFM56-5A/-5B TRAINING MANUAL
MASTER
5 5 DONG
10
0
N1 10
FLX 84.6%
6% 350C CAUT
%
101.4 70.4
5
10 EGT 5
10
914
0
C 670 FOB:16300
16300KG A/C ID DATE GMT FLNT CITY PAIR
S FLAP F .F-GFXU 20JUN 1045 AF2706 LFPO LFPNO
N2
105.1+ % 82.5
F.F 2 MAINTENANCE
955 977 POST FLIGHT REPORT
KG/H
ENG 1 N2 OVERLIMIT
A/C ID DATE GMT FLTN CITY PAIR
THR LEVER 1...BELOW LIMIT
.F-GFXU 20JUN 1842 AF2706 LFPO LFPN
GMT PH ATA
0820 05 73-21 ENG 1 N2 OVERLIMIT
GMT PH ATA
N2 0820 05 73-21 THR LEVER 1...BELOW LIMIT
105.9+ % 82.5
F.F
955 977
KG/H
MAINTENANCE
POST FLIGHT REPORT
ENG 1 N2 OVERLIMIT
THR LEVER 1...IDLE
ENG MASTER 1...OFF A/C ID DATE GMT FLTN CITY PAIR
.F-GFXU 20JUN 1842 AF2706 LFPO LFPN
LAST DIGIT AMBER & DASHED
N2 ECAM WARNING MESSAGES
85.1 % DUAL SENSOR FAILURE,
MATHEMATICAL MODEL USED GMT PH ATA
0820 05 73-21 ENG 1 N2 OVERLIMIT
GMT PH ATA
0820 05 73-21 THR LEVER 1...IDLE
N2 GMT PH ATA
35.1 % START NORMAL CONDITION 0820 05 73-21 ENG MASTER 1...OFF
WARNING INDICATIONS
The fuel flow displayed is provided by the fuel flow When all the digits are amber dashed with two horizontal
transmitter. In the event of a failure on the fuel flow amber lines, this means that the information has not been
transmitter, the following message is provided: correctly received by the DMC in flight for more than one
minute.
- FLOW SNSR, J13, ECU
Below the amber lines, the last valid value is displayed.
Amber crosses are displayed on the ECAM system.
EFFECTIVITY
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5 5
10
N1 10
FLX 84.6%
6% 35 C 0
%
70.4 70.4
F.F
OR 1910 1954
LB/H
5
10 EGT 5
10
670
0
C 670 FOB:16300
16300KG
N2 S FLAP F F.F
XX 1410
99.8 % 99.
.9 KG/H
F.F 2
955 977
KG/H
PARAMETER DISCREPANCY
EFFECTIVITY
WARNING
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CFM56-5A/-5B TRAINING MANUAL
5 5
10
N1 10
FLX 84.6%
6
6%
% 35 C 0
%
80.2 84.6
MASTER
5
10 EGT 5
10
DONG
0
C FOB:16300
16300KG CAUT
670 670
N2 S FLAP F
99.8 % 99.
.9
F.F 2
955 977
KG/H
ENG 1 N1 DISCREPANCY
A/C ID DATE GMT FLNT CITY PAIR
.F-GFXU 20JUN 1045 AF2706 LFPO LFPNO
MAINTENANCE
POST FLIGHT REPORT
ENG 1(2) N2 DISCREPANCY
FAULT MESSAGES
NO FAULT RECORDED
ENG 1(2) FF DISCREPANCY
warning indications
The two last digits are dashed if the fuel used indication
is inaccurate due to a loss of fuel flow information for
more than 1 minute.
EFFECTIVITY
WARNING
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F.USED
ENGINE 2820
LB
0
F.USED RESET AT ML ON
1410 1432 VIB (N1
N1)
KG
0.8 0.9
F.USED
20
OIL 20
XX
KG
1410
VIB (N2)
QT
0 11.5 0 11.4 1.2 1.3
100 100
00
PSI
0 42 0 44
0
C
20 20
AIGN
IGNB IT IS REpLACED BY AMBER XX THE LAST TWO DIGITS ARE
PSI 35
5 34 PSI AFTER A LONG DMC pOWER AMBER DASHED WITH TWO
SUppLY INTERRUpTION IN HORIZONTAL AMBER LINES
TAT
AT +10 C GW 54700 KG FLIGHT. IN THIS CASE THE WHEN THE FUEL FLOW IS
SAT +10 C 03 H 25 FUEL USED COMpUTATION NOT RECEIVED BY THE DMC
STOpS UNTIL NEXT STARTING IN FLIGHT FOR MORE THAN
SEQUENCE ON GROUND. 60 SECONDS.
warning indications
EFFECTIVITY
WARNING
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CFM56-5A/-5B TRAINING MANUAL
F.F
955 977
KG/H
aDV
ENGINE OIL 20
F.USED 20
1410 1432 VIB (N1
N1) QT
KG 0 2.9 0 5.1
0.8 0.9
20
OIL 20
VIB (N2)
QT
0 11.5 0 11.4 1.2 1.3
100 100
00
PSI
0 42 0 44
0
C
20 20
pULSING pULSING
AIGN
IGNB
BELOW
PSI 35
5 34 PSI ABOVE
MIN LIMIT LIMIT
TAT
AT +10 C GW 54700 KG DECREASING INCREASING
SAT +10 C 03 H 25
warning indications
EFFECTIVITY
WARNING
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CFM56-5A/-5B TRAINING MANUAL
100
PSI 100 DING
MASTER DING
0 91 0 85
955
KG/H
977 DING
WARN DING
ENG 1 OIL LOW PR
THROTTLE 1 IDLE
INCREASING DECREASING
pULSING GREEN pULSING GREEN A/C ID DATE GMT FLNT CITY PAIR
.F-GFXU 20JUN 1042 AF2706 LFPO LFPNO
ABOVE MAX LIMIT UNTIL pRESSURE
+ DROpS BELOW
ADVISORY A LIMIT MAINTENANCE
POST FLIGHT REPORT
100 100
100 100
PSI
PSI 0 12 0 44
0 15 0 19
C
0
20 20
AIGN
IGNB
PSI 35
5 34 PSI RED IN BELOW MINIMUM OIL pRESSURE
TAT
AT +10 C GW 54700 KG AND N2 SpEED ABOVE IDLE.
DECREASING INCREASING SAT +10 C 03 H 25 DISAppEARS ABOVE A GIVEN LIMIT.
pULSING GREEN pULSING GREEN
BELOW A UNTIL pRESSURE
GIVEN LIMIT EXCEEDS A LIMIT
+
ADVISORY
CtC-232-021-01 ENGINE INDICATING FAULTS - OIL pRESSURE
EFFECTIVITY
WARNING
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warning indications
EFFECTIVITY
WARNING
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CFM56-5A/-5B TRAINING MANUAL
KG/H
ENGINE MASTER
ENG 1 OIL HI TEMP DONG
F.USED
1410 1432 VIB (N1
N1) CAUT
KG
0.8 0.9
20
OIL 20
VIB (N2)
QT
0 11.5 0 11.4 1.2 1.3
A/C ID DATE GMT FLNT CITY PAIR
100 100
00
.F-GFXU 20JUN 1042 AF2706 LFPO LFPNO
PSI
0 42 0 44
C
0 MAINTENANCE
141 90 POST FLIGHT REPORT
NAC
N AC
250 0
C 90
A/C ID DATE GMT FLTN CITY PAIR
.F-GFXU 20JUN 1042 AF2706 LFPO LFPN
TAT
AT +10 C GW 54700 KG
SAT +10 C 03 H 25 ECAM WARNING MESSAGES
GMT PH ATA
0820 05 73-21 ENG 1 OIL HI TEMP
warning indications
IGN is displayed in white during the start sequence. This indication is displayed, except during the start
sequence, when the nacelle temperature is above nacelle
The selected ignitors ‘A’, or ‘B’, or ‘AB’ are displayed in max temperature (advisory threshold).
green when supplied during start, or continuous relight.
EFFECTIVITY
WARNING
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CFM56-5A/-5B TRAINING MANUAL
0955 977
KG/H
aDV
ENGINE
AIGNB F.USED
1410 1432 VIB (N1
N1)
PSI 35 34 PSI KG
0.8 0.9
TAT +10 C GW 54700 KG OIL
SAT +10 C 03 H 25 20 20
VIB (N2)
QT
0 11.5 0 11.4 1.2 1.3
100 100
00
PSI
AIGNB 0 42 0 44
PSI 20 20 PSI 0
C
20 20
NAC
BLEED pRESSURE BECOMES AMBER BELOW 241 C
0 90
A GIVEN VALUE WITH N2 GREATER THAN 10%
TAT
AT +10 C GW 54700 KG
SAT +10 C 03 H 25
EVMU FAULTS
The engine vibration indications are displayed (in green) 2) In the event of a loss of the N1 vibration indication
on the lower display unit of the ECAM, in the engine on one engine, the ECAM warning is also:
or cruise pages. If the advisory level is reached the
indication flashes green. ENG VIB SYS FAULT
The faults related to the engine are covered in this But the related Maintenance message might be:
chapter, and not the faults induced by the aircraft
computers involved in vibration transfer to the ECAM and - ENG1 N1 SPEED SENSOR
to the CFDS. The following cases exist: OR
- EVMU
1) In the event of a total loss of vibration on the two The related missing information is replaced by amber
engines, the ECAM warning is the following: crosses.
EFFECTIVITY
WARNING
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CFM56-5A/-5B TRAINING MANUAL
ENGINE
F.USED N1 INDICATION pULSES ABOVE 6 UNITS.
1410 1432 VIB (N1)
KG
0.8 6.1
N2 INDICATION pULSES ABOVE 4.2 UNITS.
20
OIL 20
VIB (N2)
QT
0 11.5 0 11.4 1.2 4.3
0955 977
KG/H
A/C ID DATE GMT FLNT CITY PAIR
aDV
.F-GFXU 20JUN 1042 AF2706 LFPO LFPNO
MAINTENANCE
POST FLIGHT REPORT
0955 977
KG/H
A/C ID DATE GMT FLTN CITY PAIR
.F-GFXU 20JUN 1842 AF2706 LFPO LFPN
ENG VIB SYS FAULT
ECAM WARNING MESSAGES
GMT PH ATA
ENGINE 0920 06 77-00 ENG VIB SYS FAULT
F.USED
1410 1432 VIB (N1)
KG FAULT MESSAGES
XX XX
20
OIL 20
GMT PH ATA SOURCE IDENT.
VIB (N2) 0920 06 73-32-34 EVMU EVMU
QT
0 11.5 0 11.4 XX XX OR
GMT PH ATA SOURCE IDENT.
0920 06 77-11-15 ENG1 N1 EVMU
SPEED SENSOR
VIB (N1) VIB (N1)
XX 0.9 XX 0.9
ENG EVMU
- EVMU
OR
- ENG 1(2) N1 SPEED SENSOR
OR
- ENG 1(2) N2 SPEED SENSOR
OR
- ENG 1(2) BRG1 ACCEL
OR
- ENG1 SECOND ACCEL
EFFECTIVITY
WARNING
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CFM56-5A/-5B TRAINING MANUAL
955 977
KG/H A/C ID DATE GMT FLNT CITY PAIR
.F-GFXU 20JUN 1042 AF2706 LFPO LFPNO
ENG EVMU
MAINTENANCE
POST FLIGHT REPORT
GMT PH ATA
0920 06 77-00 ENG EVMU
OR
GMT PH ATA SOURCE IDENT.
ENGINE 0920 06 73-11-15 ENG1 N1 EVMU
SPEED SENSOR
F.USED
1410 1432 VIB (N1)
KG OR
XX 0.9
GMT PH ATA SOURCE IDENT.
20
OIL 20
0920 06 73-12-15 ENG1 N2 EVMU
VIB (N2) SPEED SENSOR
QT
0 11.5 0 11.4 1.2 4.3 OR
GMT PH ATA SOURCE IDENT.
0920 06 77-32-16 ENG1 N1 BRG1 EVMU
ACCEL
VIB (N1)
0.8 0.9 OR
GMT PH ATA SOURCE IDENT.
VIB (N2) 0920 06 73-32-18 ENG1 SECONDEVMU
ACCEL
XX 1.3
EFFECTIVITY
WARNING
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CFM56-5A/-5B TRAINING MANUAL
5 5
10
N1 10
84.6%
6% 350C
%
7.0 21.0
5
10 EGT 5
10
350
0
C 450 FOB:16300
16300KG
A/C ID DATE GMT FLNT CITY PAIR
N2 S FLAP F
.F-GFXU 20JUN 1045 AF2706 LFPO LFPNO
35.1 % 59.1
F.F 2
272 245 MAINTENANCE
KG/H POST FLIGHT REPORT
GMT PH ATA
0820 04 76-00 ENG 1 START FAULT
warning indications
Oil
The oil filter clog message appears in amber in case of
excessive pressure loss (25.5 psid) across the oil main
filter.
Fuel
The fuel filter clog message appears in amber in case of
excessive pressure loss across the fuel filter.
EFFECTIVITY
WARNING
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CFM56-5A/-5B TRAINING MANUAL
ENGINE ENGINE
F.USED F.USED
1410 1432 VIB (N1
N1) 1410 1432 VIB (N1
N1)
KG KG
0.8 0.9 0.8 0.9
20
OIL 20 20
OIL 20
VIB (N2) VIB (N2)
QT QT
0 11.5 0 11.4 1.2 1.3 0 11.5 0 11.4 1.2 1.3
100
PSI 100
00 OIL FILTER 100
PSI 100
00
42 44 CLOG 42 44
0 0 0 0
F.FILTER
C
0
C
0
CLOG
20 20 20 20
AIGN
IGNB AIGN
IGNB
PSI 35
5 34 PSI PSI 35
5 34 PSI
TAT
AT +10 C GW 54700 KG TAT
AT +10 C GW 54700 KG
SAT +10 C 03 H 25 SAT +10 C 03 H 25
warning indications
Low N1
EFFECTIVITY
WARNING
INDICATIONS Page 120
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CFM56-5A/-5B TRAINING MANUAL
5 5
10
N1 10
FLX 84.6%
6% 35 C 0
%
12.2 84.2
5
10 EGT 5
10
MASTER 75
0
C 670 FOB:16300
16300KG
WARN
N2 S FLAP F
MESSAGE AppEARS IF THERE IS
35.7 % 99.
.9
A LOW N1 ROTATION SpEED
MASTER F.F 2 DURING ENGINE START.
150 2350
CAUT KG/H
ENG 1 LOW N1
warning indications
This warning appears when there is a disagreement This warning appears when both resolvers on one thrust
between both resolvers of a thrust lever. lever are lost.
The master caution comes on and an aural warning The master caution comes on and an aural warning
sounds. (single chime) sounds.
The failure message appears in amber on the upper The failure message appears in amber on the upper
ECAM display. ECAM display.
EFFECTIVITY
WARNING
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CFM56-5A/-5B TRAINING MANUAL
5 5 5 5
10
N1 10
FLX 84.6%
6% 350C
10
N1 10
FLX 84.6%
6% 350C
% %
84.2 84.2 84.2 84.2
5
10 EGT 5
10
5
10 EGT 5
10
MASTER 670
0
C 670 FOB:16300
F OB:16300
16300KG MASTER 670
0
C 670 FOB:16300
F OB:16300
16300KG
CAUT ENG 1 THR LEVER DISAGREE CAUT ENG 1 THR LEVER FAULT
THIS WARNING AppEARS WHEN THERE IS A THIS WARNING AppEARS WHEN BOTH
DISAGREEMENT BETWEEN BOTH RESOLVERS RESOLVERS ON ONE THRUST LEVER
OF A THRUST LEVER. ARE LOST.
warning indications
If the HP fuel valve does not open an aural warning The maximum starter time cycle duration is 2 minutes.
(single chime) sounds.
If the starter time limit is exceeded, an aural warning
The master caution and the engine fault lights come on. sounds (single chime) and the master caution comes on.
The failure message appears in amber on the upper The failure message appears in amber on the upper
ECAM display. ECAM display.
EFFECTIVITY
WARNING
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5 5 5 5
10
N1 10
FLX 84.6%
6% 350C
10
N1 10
FLX 84.6%
6% 350C
% %
0 0.5 0 2
MASTER 5
EGT 5 MASTER 5
EGT 5
10 10 10 10
18
0
C 18 F
FOB:16300
16300KG 18
0
C 400 F
FOB:16300
16300KG
WARN WARN
N2 S FLAP F N2 S FLAP F
0 % 22 0 % 48
F.F 2 F.F 2
MASTER 0
KG/H
0 MASTER 0
KG/H
390
ENGINE ENGINE
F.USED F.USED
3100 0 VIB (N1
N1) 3100 0 VIB (N1
N1)
KG KG
1.6 1.6 1.6 1.6
20
OIL 20 20
OIL 20
VIB (N2) VIB (N2)
QT QT
0 22.5 0 22.5 0.3 0.3 0 22.5 0 22.5 0.3 0.3
IGNA IGNA
PSI 35 35 PSI PSI 35 35 PSI
TAT
AT +10 C GW 54700 KG TAT
AT +10 C GW 54700 KG
SAT +10 C 03 H 25 SAT +10 C 03 H 25
warning indications
Start valve not open fault Start valve not closed fault
If the start valve does not open, an aural warning (single If the start valve does not close, an aural warning (single
chime) sounds. chime) sounds.
The master caution and the engine fault light come on. The master caution and the engine fault light come on.
The failure message appears in amber on the upper The failure message appears in amber on the upper
ECAM display. ECAM display.
EFFECTIVITY
WARNING
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5 5 5 5
10
N1 10
FLX 84.6%
6% 350C
10
N1 10
FLX 84.6%
6% 350C
% %
0 0 0 1
MASTER 5
EGT 5 MASTER 5
EGT 5
10 10 10 10
18
0
C 18 F
FOB:16300
16300KG 18
0
C 440 F
FOB:16300
16300KG
WARN WARN
N2 S FLAP F N2 S FLAP F
0 % 0 0 % 50
F.F 2 F.F 2
MASTER 0
KG/H
0 MASTER 0
KG/H
220
ENGINE ENGINE
F.USED F.USED
3100 0 VIB (N1
N1) 3100 0 VIB (N1
N1)
KG KG
1.6 1.6 1.6 1.6
20
OIL 20 20
OIL 20
VIB (N2) VIB (N2)
QT QT
0 22.5 0 22.5 0.3 0.3 0 22.5 0 22.5 0.3 0.3
IGN IGN
PSI 35 35 PSI PSI 35 35 PSI
TAT
AT +10 C GW 54700 KG TAT
AT +10 C GW 54700 KG
SAT +10 C 03 H 25 SAT +10 C 03 H 25
warning indications
Ignition fault
EFFECTIVITY
WARNING
INDICATIONS Page 128
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5 5 5 5
10
N1 10
FLX 84.6%
6% 350C
10
N1 10
FLX 84.6%
6% 350C
% %
0 0.5 0 3
MASTER 5
EGT 5 MASTER 5
EGT 5
10 10 10 10
18
0
C 18 F
FOB:16300
16300KG 18
0
C 18 F
FOB:16300
16300KG
WARN WARN
N2 S FLAP F N2 S FLAP F
0 % 22 0 % 32
F.F 2 F.F 2
MASTER 0
KG/H
390 MASTER 0
KG/H
390
ENGINE ENGINE
F.USED F.USED
3100 0 VIB (N1
N1) 3100 0 VIB (N1
N1)
KG KG
1.6 1.6 1.6 1.6
20
OIL 20 20
OIL 20
VIB (N2) VIB (N2)
QT QT
0 22.5 0 22.5 0.3 0.3 0 22.5 0 22.5 0.3 0.3
IGNA IGNAB
PSI 35 35 PSI PSI 35 35 PSI
TAT
AT +10 C GW 54700 KG TAT
AT +10 C GW 54700 KG
SAT +10 C 03 H 25 SAT +10 C 03 H 25
warning indications
EFFECTIVITY
WARNING
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5 5 5 5
10
N1 10
FLX 84.6%
6% 350C
10
N1 10
FLX 84.6%
6% 350C
% %
0 1 0 1
MASTER 5
EGT 5 MASTER 5
EGT 5
10 10 10 10
18
0
C 440 F
FOB:16300
16300KG 18
0
C 560 F
FOB:16300
16300KG
WARN WARN
N2 S FLAP F N2 S FLAP F
0 % 46 0 % 25
F.F 2 F.F 2
MASTER 0
KG/H
220 MASTER 0
KG/H
210
ENGINE ENGINE
F.USED F.USED
3100 0 VIB (N1
N1) 3100 0 VIB (N1
N1)
KG KG
1.6 1.6 1.6 1.6
20
OIL 20 20
OIL 20
VIB (N2) VIB (N2)
QT QT
0 22.5 0 22.5 0.3 0.3 0 22.5 0 22.5 0.3 0.3
IGNA IGNAB
PSI 35 35 PSI PSI 35 35 PSI
TAT
AT +10 C GW 54700 KG TAT
AT +10 C GW 54700 KG
SAT +10 C 03 H 25 SAT +10 C 03 H 25
EFFECTIVITY
WARNING
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EFFECTIVITY
engine monitoring &
ground operation Page 133
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EFFECTIVITY
engine monitoring &
ALL CFM56-5A/-5B FOR A318-A319-A320-A321 ground operation Page 134
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CFM56-5A/-5B TRAINING MANUAL
MESSAGE INTERROGATION
EFFECTIVITY
MESSAGE
INTERROGATION Page 135
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The MCDU menu is displayed by selecting the The AIDS enables the data stored and processed in
appropriate key on the keypad. The menu provides the Data Management Unit (DMU) to be read in the
access to various systems, including the Centralized form of printed reports. A report is a set of data related
Fault Display System (CFDS) and, if installed, the Aircraft to a specific event (e.g. Limit exceedance of engine
Integrated Data System (AIDS). parameters).
The CFDS enables maintenance personnel to perform The reports can also be sent to the ground through the
system operational tests, functional checks and readout ACARS, if installed, or dumped on the MDDU floppy disk,
of BITE memory information, through the MCDU. if installed.
The CFDS enables memorization and display of fault
messages and ECAM warnings and also enables BITE The AIDS also enables the operator to view, in real time,
interrogation and system tests. the values of aircraft and engine parameters and also the
labels transmitted on the ARINC buses.
The CFDS operates in 2 modes : Normal and Menu.
- Normal mode: The CFDS records fault messages.
- Menu mode: The CFDS allows the operator to obtain
troubleshooting data from the systems and initiate
self tests. This mode is available on ground only.
EFFECTIVITY
MESSAGE
INTERROGATION Page 136
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MCDU MENU
<FMGC
<ACARS
<AIDS
< CFDS
RETURN>
BRT
DIR
IR PRO
ROG
RO PER
PERF INI
NIT
NI DAT
ATA
OFF
RAD
D FUEL
EL SEC
C ATC
TC
F-PL
-PLN
-PL N
NAV PR
PRED F-
F-PLN CC
CCMM MCDU
MENU
EFFECTIVITY
MESSAGE
INTERROGATION Page 138
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EFFECTIVITY
CFDS MESSAGE
INTERROGATION Page 139
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EFFECTIVITY
CFDS MESSAGE
INTERROGATION Page 140
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DISPATCh MEl ENTRY : MEl PREAMBlE : MEl NOT APPlICABlE MEl NOT APPlICABlE
CONSEQUENCES "GO", "GO IF" OR "NO GO" "GO"
From the MCDU menu, selecting CFDS will display the The second page of the maintenance menu provides
first page of two maintenance menu pages. The first access to:
page provides access to:
- Last Leg Report: This displays up to 40 failures - ACARS/Print Program: This selection provides
(Class 1 & 2), which occurred during the last flight. access to a menu in order to program automatic
transmission, or print-out of the Post Flight Report
- Last Leg ECAM Report: This report displays a list at the end of the flight, or failures and warnings in
of ECAM warning messages sent to the CFDIU, by real time.
the FWC’s. It can store up to 40 warnings, which
occurred during the last flight. - PFR Filter Program: The purpose of this function is
to improve the operational use of the Post Flight
- Previous Legs Report: At each new flight leg, the Report by filtering all spurious, or unjustified
contents of the last leg report are transferred to failures, or messages.
the Previous Legs Report. It can store up to 200
failures recorded over the last 63 flights.
EFFECTIVITY
CFDS MESSAGE
INTERROGATION Page 142
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CFDS ?
<LAST LEG REPORT
<LAST LEG ECAM REPORT
<PREVIOUS LEGS REPORT
<AVIONICS STATUS
<SYSTEM REPORT / TEST
POST
*SEND FLT REP PRINT*
CFDS →
<ACARS/PRINT PROGRAM
NEXT
PAGE <PFR FILTER PROGRAM
EFFECTIVITY
CFDS MESSAGE
INTERROGATION Page 144
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CFM56-5A/-5B TRAINING MANUAL
<AIRCOND F/CTL>
<AFS FUEL>
<COM ICE&RAIN>
<ELEC INST>
<FIRE PROT L/G>
<RETURN NAV> SYSTEM REPORT / TEST
ENG
<EIU 1 EIU 2>
<FADEC 1A FADEC 1B>
NEXT <FADEC 2A FADEC 2B>
PAGE
<EVMU
<RETURN
EFFECTIVITY
CFDS MESSAGE
INTERROGATION Page 146
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EIU 1
<LAST LEG REPORT
<LRU IDENTIFICATION
<CLASS 3 FAULTS
<GROUND SCANNING
<RETURN
The ECU interfaces with the CFDIU over ARINC429 The ECU main menu provides access to various sub-
databuses, through the EIU, for all fault reporting and menus:
maintenance operations.
- Last leg report (leg 00).
When using the MCDU to interrogate the Last Leg - Previous legs report (legs 01 - 63).
Report, the data displayed is retrieved from the CFDIU - LRU identification report.
memory. - Troubleshooting report.
- Class 3 report.
When using the MCDU to interrogate the System Report/ - Ignition tests.
Test- FADEC 1 A/B & FADEC 2 A/B, the data displayed is - Thrust reverser tests.
retrieved from the respective ECU memory. - FADEC test (motoring / non-motoring).
- Scheduled maintenance report.
- Specific data (PWR setting max values).
EFFECTIVITY
CFDS MESSAGE
INTERROGATION Page 148
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Class 2 TIME LIMITED faults For example, if there is a Class 2 fault set on the active
These conditions are system faults that have no channel and the standby channel becomes inoperative,
immediate direct impact on the loss of thrust control and or, the same fault is set on both active and standby
satisfy the engine and aircraft safety objectives during the channels, the ECU will re-evaluate the situation and
time limitation. The aircraft can be dispatched with these change the fault level to a Class 1 condition.
faults, but they should be cleared at an interval that is not
greater than the time limitation specified in the AMM.
EFFECTIVITY
CFDS MESSAGE
INTERROGATION Page 150
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ClASS 1 NO GO.
ClASS 3 UNlIMITED.
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AIRCRAFT MEMORY
STATUS
ClASS 1 & 2 ClASS 1 & 2 ClASS 1, 2, 3, SM ClASS 3 & SM
NUll DC2 DC1 z1 z2 z3 z4 z5
POWER UP
lAST ENG
STOPPED
+ 5 MIN
EFFECTIVITY
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EFFECTIVITY
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(-5B): (-5A):
The page displays: The page displays:
- ECU ATA number - ECU ATA number
- ECU part number - ECU part number
- Engine rating (5B1, 5B2, 5B3, 5B4, 5B5, 5B6, 5B7, - Engine rating (5A1, 5A3, 5A4, 5A5, TEST, or ‘xxx’ for
TEST, or ‘xxx’ for invalid rating). invalid rating)
- Enhanced performance installed ( /P) - Bump availability
- Bump availability - N1 trim (0-7)
- N1 Trim (0 - 7) - PMUX inhibited status
- PMUX inhibited status - EGT monitoring status
- Core chevron nozzle installed or not. - Engine configuration (RACSB valve or TBV valve)
- Engine configuration (RACSB valve, or TBV valve) - TR SOV status
- TR SOV status - Engine serial number
- Engine serial number
- TCMA Activated or not ( A318 only), must be (-5A, -5B):
disabled. A menu selection is also provided to change the engine
serial number if the ECU is moved from one engine
Note: to another and also to change the TRSOV installation
The LRU ident screen may be different according to status.
engine type. On:
CFM56-5B8/P OR CFM56-5B9/P
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A319/320/321
- 5B
LRU IDENTIFICATION
ENGINE 1 CHANNEL A
All OThER CFM56-5B MODElS
CFM56-5B5/P
ATA # LRU PART NO.
732160 ECU 1820M89P11
IDENT PLUG DATA
BUMP N N1 TRIM 6
CONFIG TBV PMUX Y
SAC CONFIG CCNIDP N
A318
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- 5A
** ENGINE 1 MAIN MENU **
< LAST LEG IGN TEST >
REPORT
< PREV LEGS T/R TEST >
REPORT
< LRU IDENT FADEC TEST >
REPORT
< TROUBLE SHOOTING
REPORT
< CLASS 3 SCHED MAINT >
REPORT REPORT
< RETURN S P E C I F I C D A T A >
CTC--0-00
lRU IDENTIFICATION (-5A)
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LRU identification - S/N & TRSOV stores it in both channels. The LRU identification menu
will then display the new S/N.
If the ECU has been changed, or moved to another
engine, the engine serial number may be changed If the operator selects ‘T/R SOV STATUS CHANGE’, a
through the MCDU. The S/N must correspond to that new sub-menu is displayed that allows the operator to
engraved on the Engine Dataplate, riveted on the fan change the status. The current status is displayed and
frame. the operator can key ‘Y’, or ‘N’ using the keypad.
When the new status has been entered, the operator
When ‘CONFIGURATION CHANGE’ is selected from presses the corresponding line select key and a new
the LRU identification page, a sub-menu appears that screen appears informing the operator that the new
allows the operator to select either engine S/N change, or status has been accepted.
TRSOV status change. If the entry was incorrect (any character other than ‘Y’,
or ‘N’), a different screen will be displayed informing
If the operator selects ‘ENGINE S/N CHANGE’, a new the operator that a mistake was made and allowing the
sub-menu is displayed that allows the operator to enter correct status to be re-entered.
six digits from the keypad. When the new S/N has been
entered, the operator presses the corresponding line Once the correct status has been entered, the ECU
select key and a new screen appears informing the stores it in both channels. The LRU identification menu
operator that the S/N entry has been accepted. will then display the new status.
EFFECTIVITY
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LRU IDENTIFICATION - 5B
SERIAL NUMBER ENTRY
ENGINE 1 CHANNEL A ENGINE 1 CHANNEL A
CFM56-5B5/P
ATA # LRU PART NO.
732160 ECU 1820M89P11 ENTER ENGINE S/N FROM
IDENT PLUG DATA KEYPAD.
BUMP N N1 TRIM 6
CONFIG TBV PMUX Y CURRENT S/N: 575111
SAC CONFIG CCNIDP N
ENTER NEW S/N
<CONFIG CHANGE CCNECU N >
ENGINE 575111 T/R SOV Y
< RETURN PRINT > < RETURN PRINT >
LRU IDENTIFICATION
ENGINE 1 CHANNEL A
CFM56-5B5/P
NExT SCREEN
(-5B):
EFFECTIVITY
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- 5B
LRU IDENTIFICATION
ENGINE 1 CHANNEL A
CFM56-5B5/P
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LRU IDENTIFICATION - 5A
ENGINE 1 CHANNEL A SERIAL NUMBER ENTRY
CFM56-5A ENGINE 1 CHANNEL A
ATA # LRU PART NO.
732160 ECU 1820M36P07
IDENT PLUG DATA ENTER ENGINE S/N FROM
BUMP N N1 TRIM 6 KEYPAD.
CONFIG TBV PMUX Y
EGT MON N CURRENT S/N: 575111
LRU IDENTIFICATION
ENGINE 1 CHANNEL A
CFM56-5A
CTC--0-00
S/N AND TRSOV STATUS ChANGE (-5A)
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Troubleshooting report
EFFECTIVITY
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Class 3 report
EFFECTIVITY
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CLASS 3 REPORT
ENGINE 1 CHANNEL A
DATE ATA #
Ignition test
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During this test, hydraulic pressure must be available If the TRSOV is not installed, a screen is displayed to ask
for supply to the thrust reverser system. By moving the the operator to set the throttle lever to max reverse and
throttle in the reverse and forward regions, the T/R will this screen is displayed until a timer times out, or the T/R
deploy and stow under controlled conditions. is fully deployed.
Thrust reverser position switch faults, pressurizing valve If the TRSOV is installed, a ‘PERFORMING TR
and directional valve solenoid electrical checks, aircraft SHUTOFF VALVE TEST’ screen is displayed, which times
inhibition switch failures and pressurizing valve position out after about 8 seconds. The next display asks the
faults are announced, if detected. operator to set the throttle lever to max reverse and this
screen is displayed until a timer times out, or the T/R is
Only thrust reverser system faults are announced during fully deployed.
the test and the general FADEC test may be selected to
determine if any other faults are present. The next display asks the operator to set the throttle lever
to fwd idle and, when the doors are fully stowed, the test
Selecting ‘T/R TEST’ from the main menu will display results screen is displayed.
a screen with initial setup conditions and caution
information. The operator must press the appropriate line If no faults were found, a ‘TEST OK’ message is
select key to start the test. displayed and the operator is also given the opportunity
of performing a restow test. This checks for possible
Selecting ‘START TEST’ displays another screen with restrictions in the hydraulic return lines from the HCU.
more caution information and setup conditions. The To the operator, the test is identical to the previous test.
operator must confirm the start of the test by pressing the There is no limit to the number of times the operator may
appropriate line select key. perform the restow test.
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TEST OK
FADEC test
The FADEC test is divided into two parts. If starter air is If starter air is supplied, the engine is dry cranked and the
available at the beginning of the test, a motoring test is various actuators and valves (except FMV, HPSOV and
performed. Otherwise, a non-motoring test is performed. FRV valves) are commanded to move to certain positions.
The test will complete automatically in less than one
The non-motoring test will complete automatically in minute.
about two minutes. After the operator has pressed
the line select key to start the test, a screen appears As in the non-motoring test, after the operator has
prompting the operator to place the mode selector pressed the line select key to start the test, a screen
switch to ‘NORM’ and the master lever to ‘ON’. When the appears prompting the operator to place the mode
conditions are met, a ‘TEST ACTIVE’ screen is displayed. selector switch to ‘NORM’ and the master lever to ‘ON’.
When the conditions are met, a ‘TEST ACTIVE’ screen is
When the test is complete, a display reports that a non- displayed.
motoring test was performed and prompts the operator to
either press a key to display the test results, or return to If the test is positive, a ‘NO FAULTS RECORDED’
the main menu. message is displayed.
If a fault is detected, the fault report page contains the Before exiting either the non-motoring, or motoring tests,
identity of the 3 most likely failed LRU’s for the fault. A a ‘TEST COMPLETE’ screen is displayed that prompts
maximum of 3 faults per page are displayed with a the operator to place the master lever to the ‘OFF’
maximum of 12 faults recorded. position.
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Note:
Some (not all) single channel SM faults may be upgraded
by the ECU to class 2, or even class 1, if they become
dual channel faults.
EFFECTIVITY
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DATE ATA #
Specific data
EFFECTIVITY
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EFFECTIVITY
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**FUNCTION TERMINATED***
ENGINE 1 CHANNEL A
ENSURE:
-THE MODE SELECTOR
SWITCH IS AT <NORM>
-THE MASTER LEVER IS
AT <OFF>
Engine vibration measurement consists of: The EVMU receives analog signals from the 4 engine
- 2 transducers (piezo-electric accelerometers). accelerometers (2 per engine) and the N1 and N2 speed
- An Engine Vibration Monitoring Unit (EVMU). sensors of each engine.
- 2 vibration indications.
The EVMU interfaces with the CFDS, through ARINC429
The No 1 bearing vibration sensor permanently monitors databuses, for maintenance fault messages and vibration
vibrations from the No 1 bearing. It also senses data analysis.
vibrations in the LPT and HPT shafts. This sensor is also
used for trim balance operations. The EVMU also sends signals to SDAC1, SDAC2 and the
DMU over ARINC429 databuses.
The Turbine Rear Frame (TRF) vibration sensor is used
in conjunction with the No 1 bearing vibration sensor to The ECAM receives information via SDAC1 and SDAC2.
monitor and, if necessary, reduce engine vibration levels The vibration indications are displayed in green on the
using the trim balance procedure. lower ECAM display, in the engine and cruise pages.
The EVMU computes the position and the amplitude The maximum value that can be displayed is 10 units.
of the unbalance and is capable of on-board fan trim - 10 units for the N1 rotor corresponds to 10 MILS
balancing. (MILS = Milli-Inch).
- 10 units for the N2 rotor corresponds to 4 IPS
The EVMU does not interface directly with the ECU. (IPS = Inch per second).
EFFECTIVITY
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lOWER ECAM
ENGINE
VIB (N1) CFDS
0.1 0.1
VIB (N2)
0.4 0.4
ENGINE OR CRUISE
PAGE N1
N2
TURBINE FROM
EVMU
REAR FRAME SECOND
ACCElEROMETER ENGINE
NUMBER 1 BEARING
ACCElEROMETER
N1 N2
TURBINE
REAR FRAME
ACCElEROMETER
NUMBER 1 BEARING
ECU
ACCElEROMETER
The EVMU main menu is on 2 pages and provides The second page provides access to:
access to various sub-menus.
- Acc. reconfiguration: Allows selection of the
The first page provides access to: accelerometer (Fan No 1 bearing, or TRF) to be
used for the next flight. The EVMU also indicates
- Last leg report: Internal and external class 1 & 2 which accelerometer is in operation.
faults recorded during the last flight leg.
- Engine unbalance: Allows selection, per engine, of
- Previous legs report: Internal and external class 5 different engine speeds (from 50% to 100% N1)
1 & 2 faults recorded during the previous 63 flight at which unbalance data will be stored. Unbalance
legs, excluding the last flight. data acquired during the previous command can
be read and trim balancing (one shot, or vectorial
- LRU identification: Provides part and serial number method) for both engines with both accelerometers
information. can be performed.
- Class 3 failures: Provides a list of LRU’s detected - Frequency analysis: With this menu, the operator
faulty during a ground test. Only the last 3 can set aquisition conditions for an in-flight
detected failures are displayed. frequency analysis. This menu also provides lines
for comments (up to 3) that the operator considers
- Test: Allows user to initiate a complete check of the necessary for the frequency analysis printout that
EVM system and view the results. will be made after the next flight.
EFFECTIVITY
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EVMU →
NEXT
PAGE
EVMU →
<ACC. RECONFIGURATION
<ENGINE UNBALANCE
<FREQUENCY ANALYSIS
<RETURN PRINT>
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EFFECTIVITY
AIDS MESSAGE
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The AIDS is an option that is organized around the From the MCDU menu, selecting AIDS will display
Data Management Unit (DMU), which is reconfigurable the main menu, which provides access to 10 specific
via Ground Support Equipment (GSE). The DMU is functions:
connected to various aircraft systems and receives data
from them over ARINC429 databuses. - Call-up parameter: This selection provides access
to Label call-up, Alpha call-up and Parameters
One of the functions of the DMU is the generation of menus (programmed through GSE).
reports as a result of specific events defined by trigger - Programming: This displays identification
conditions. The DMU is able to record data either by the information and allows reconfiguration of limits,
use of an optional Digital Aids Recorder (DAR), optional counters and reports inhibition.
Smart Access Recorder (SAR), or integrated PCMCIA - SAR/DAR: This displays the state of the SAR
interface. The storage medium of the DAR is a magnetic memory and allows access to the DAR function.
tape cartridge, or optical disk, while the SAR stores data - Micro 3: This is used to access either additional
in a solid state mass memory. The PCMCIA interface can menus, or customer menus. This line is only
accept disks to store SAR data, DAR data, or standard displayed if a third CPU board is present.
AIDS reports. - Assignment remote print: Displays a list of reports
triggered by the remote print button.
While the CFDS is intended to assist line maintenance - Load status: Displays the status of all airborne data
in isolating faults detected by the BITE functions of loader operations.
the aircraft systems, the main objective of AIDS is - PCMCIA: Used to access PCMCIA disk
preventative. Long term trend monitoring of the engines management and display functions.
avoids expensive unscheduled maintenance. Continuous - List of previous reports: Displays a list of the last
monitoring of the engine is also intended to substitute stored reports.
fixed interval inspections with on-demand maintenance. - Stored reports: Displays a list of all stored reports.
- Manual request reports: Provides all the report
In addition, AIDS is used for various tasks such as names and associated numbers.
hard landing detection, special investigations and
troubleshooting on a system level.
EFFECTIVITY
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MCDU MENU
<FMGC
<ACARS
<AIDS
< CFDS
RETURN>
AIDS
CALL-UP
<PARAM LOAD STATUS>
<PROGRAMMING PCMCIA>
LIST OF
<SAR/DAR PREV REP>
STORED
<MICRO 3 REPORTS>
ASSIGNMENT MAN REQST
<REMOTE PRINT REPORTS>
DAR = STOPPED START
Label call-up
This function enables direct access to all parameters
transmitted on the ARINC429 databuses, connected to
the DMU, for on-line display. The values displayed are in
real time and refreshed once per second.
EFFECTIVITY
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AIDS
CALL-UP
<PARAM LOAD STATUS>
<PROGRAMMING PCMCIA>
LIST OF
<SAR/DAR PREV REP>
AIDS PAR LAB CALL-UP 1/8 STORED
EQ SYS LAB SDI DATABITS <MICRO 3 REPORTS>
← [18] ASSIGNMENT MAN REQST
<REMOTE PRINT REPORTS>
DAR = STOPPED START
EQ SYS LAB SDI DATABITS
← [18]
<RETURN PRINT*
↑↓
<RETURN PRINT*
↑↓
ExAMPlE - EGT
Alpha call-up
This function enables the operator to read out parameter
values in real time.
EFFECTIVITY
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<RETURN PRINT*
← ←
← ←
Menus
This page provides a list of the menu titles, programmed
through Ground Support Equipment (GSE) and available
to the operator. Up to 20 menus can be programmed
through GSE.
Page 2:
- Autopilot.
- Fuel_D.
- OIQH.
- APU1.
- APU2.
Page 3:
- SSEL.
EFFECTIVITY
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<RETURN PRINT*
AIDS PARAMETERS MENU 1/3 AIDS PARAMETERS MENU 2/3 AIDS PARAMETERS MENU 3/3
<TEST <AUTOPILOT <SSEL
<CALGEN <FUEL← D
<ENGINE NEXT <OIQH NEXT
PAGE PAGE
<REPORT01 <APU1
<ECW <APU2
<RETURN PRINT* <RETURN PRINT* <RETURN PRINT*
↑↓ ↑↓ ↑↓
Reports
The data stored and processed in the DMU can be read
in the form of printed reports, which are triggered and
generated when specific conditions are met.
EFFECTIVITY
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EFFECTIVITY
AIDS MESSAGE
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STABLE DESCENT
VN VL PHA PHT N1
V3 XX XX XXX XXX XXXX
V4 XX XX XXX XXX XXXX
STABLE CLIMB
EFFECTIVITY
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EFFECTIVITY
AIDS MESSAGE
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