CFM 56-5B Diff L3

Training Manual
A318
ATA 71--80
Engine CFM 56--5B
Diff to CFM 56--5A
ATA 104 SPEC L3
Lufthansa
Technical Training GmbH For Training Purposes Only
Book No: CFM 56--5B DIFF L3 Lufthansa Base  Lufthansa 1995
For training purposes and internal use only.
Copyright by Lufthansa Technical Training GmbH.
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:
Lufthansa Technical Training GmbH
Lufthansa Base Frankfurt

D-60546 Frankfurt/Main
Tel. +49 69 / 696 41 78
Fax +49 69 / 696 63 84
Lufthansa Base Hamburg

Weg beim Jäger 193
D-22335 Hamburg
Tel. +49 40 / 5070 24 13
Fax +49 40 / 5070 47 46
Lufthansa Technical Training
POWER PLANT A318/319/A320/321
GENERAL CFM 56--5B
71--00
ATA 71 POWER PLANT

71-00 GENERAL
CFM 56 CONCEPT
The CFM 56 turbofan engine family is a product of CFMI (Comercial Fan Motor
International). CFM International is a company jointly owned by ”General Elec-
tric” of the USA and ”Societe Nationale d‘Etude et de Construction de Moteurs
d‘Aviation” (SNECMA) of France.
- L.P. System - Core Engine

- Accessory Drive System - Fuel System Design
- Control & Accessories - E.C.U. & H.M.U.
- Engine Installation
- Thrust Reverser
For Training Purposes Only
FRA US/T Kh August 03 L1/L2 Page: 1

POWER PLANT A318/319/A320/A321
GENERAL CFM 56-5B
71-00
CFM56--5B CONFIGURATIONS

POWER PLANT A318/319/A320/A321
GENERAL CFM 56-5B
71-00
5 ST. LP COMPRESSOR 9 STAGE HPC ANNULAR 1 ST. HPT

(4 STAGE BOOSTER) COMBUSTOR 4 ST. LPT
(SAC OR DAC)
FAN DIAMETER 68.3“

Figure 1 Engine Layout

ENGINE FUEL AND CONTROL A319/A320/A321
FADEC GENERAL CFM56-5B
73-20
FADEC FUNCTIONS
Full Authority Digital Engine Control ( FADEC ) -- Autothrust mode depending on autothrust function generated by the auto
The FADEC consists of the Engine Control Unit ( ECU ), Hydromechanical Unit flight system ( AFS ).
( HMU ) and its peripheral components and sensors used for control and moni-
toring. The FADEC also provides two idle mode selections:
-- Approach Idle: It is obtained when slats are extended in FLT.
FADEC Definition
-- Minimum Idle: It can be modulated up to approach idle depending on:
Each engine is equipped with a duplicated FADEC system. The FADEC acts as
a propulsion system data multiplexer making engine data available for condition S Air conditioning demand
monitoring. S Engine anti ice demand
S Wing anti ice demand
FADEC Controls
The FADEC provides the engine sytem regulation and scheduling to control the S Temperature Engine Oil TEO (for IDG cooling ).
thrust and optimize the engine opration. Engine Limit Protection
The FADEC provides: The FADEC provides overspeed protection for N1 and N2, in order to prevent
-- Fuel control regulation engine exceeding certified limits, and also monitors the EGT.
-- power management
Engine Systems Control
-- gas generator control
The FADEC provides optimal engine operation by controlling the:
-- Turbine active clearance control
-- Fuel Flow
-- engine limit protection
-- Compressor air flow and
-- feedback
-- Turbine clearence.
-- flight deck indication data
-- Engine maintenance data Thrust Reverse
-- Contitioning monitoring data The FADEC supervises entirely the thrust reverse operation.
In case of a malfunction, the thrust reverser is stowed.
-- thrust reverse control
-- automatic engine starting Start and Ignition Control
-- Fuel return control for IDG cooling The FADEC controls the engine start sequence. It monitors N1, N2 and EGT
parameters and can recycle or abort an engine start.
Power Management
The FADEC provides automatic engine thrust control and thrust parameter lim-
its computation. Power Supply
The FADEC manages power according to two thrust modes: The FADEC system is self--powered by a dedicated permanent magnet alter-
-- manual mode depending on thrust lever angle ( TLA ) nator when N2 is above 12%, and is powered by the aircraft electrical system
for starting, as a backup and for testing with engine not running.
FRA US/T Kh August 03 L3 Page: 4

ENGINE FUEL AND CONTROL A319/A320/A321
FADEC GENERAL CFM56-5B
73-20
OPTION
FMV
P 0 T49.5 T25 T12 PS12 PS3 T3 FEED RACC/SB
(EGT) BACK
TBV
T-CASE TBV/NAC
N1 N2 TEO
IGN B
IGN A
THRUST ANALOG &

LEVER 28 V DC DISCRETE
115 V SIGNALS
400 HZ A Ignition
B Boxes
Thrust Reverser
TRUST CONTROL ECU ALTERNATOR
UNIT
CFM 56-5B
RESOLVER
IGNITORS
HYDRAULIC
TBV
PRESS
FUEL PRESS
FUEL FLOW
TO
HMU BURNERS
FEEDBACK
ECU FEEDBACK HCU
( CH: A & B ) Return Fuel to AC Tank
FUEL RETURN
VALVE
T/R REVERSER Stow / Deploy Feedback

FOR ENGINE TREND MONITORING
FUEL
FLOW P25 Ps13 T5 T/R REVERSER Stow / Deploy Command
Figure 2 FADEC Presentation CFM 56-5B

ENGINE A319/A320/A321
GENERAL CFM56--5B
72--00
Engine stations are labeled continuously from 1 to 5 along the aerodynamic
ENGINE STATION DESIGNATION flowpath.
Station numbers are assigned to identify specific positions along the aerody- The station numbers are also used to identify instrumentation positions for
namic flowpath of an engine. pressure and temperature sensors. Temperature sensors are labeled with ”T”,
A station is a position at the engine, where thermodynamically changes pressure sensors are labeled with a ”P”, followed by a station number.
(Pressure, temperature or airspeed) starts or ends.
FAN INLET PRESSURE HPC INLET PRESSURE LP TURBINE EXIT

AND TEMPERATURE AND TEMPERATURE TEMPERATURE
T12 / P12 P25 / T25 T5
EXHAUST GAS
STATIONS OF
TEMPERATURE
PRIMARY AIRFLOW T49.5
AMBIENT PRESSURE
P0
STATIONS OF
SECONDARY AIRFLOW
COMPRESSOR DISCHARGE
PRESSURE AND TEMPERATURE
P3 / T3
FAN OGV OUTLET

PRESSURE
P13
FRA US-T Kh August 03 L2 Page: 6

GENERAL CFM56--5B
72--00
USED
LEGENDE (HORIZONTAL)
A B C D E F G H I
FOR A FUEL METERING VALVE
RACC/SB/TBV
B VARIABLE STATOR VANES / VARIABLE BLEED VALVES
START / IGN
C HIGH PRESSURE COMPRESSOR TURBINE CLEARANCE CONTROL
CON MON
VSV/VBV
D LOW PRESSURE COMPRESSOR TURBINE CLEARANCE CONTROL
HPTCC
LPTCC
ECAM
E ROTOR ACTVE CLEARANCE CONTROL /START BLEED OR TRANSIENT
FMV
BSV
BLEED VALVE CONTROL
F BURNER STAGING VALVE
01 T 12 G AUTO START & IGNITION
H CONDITION MONITORING
02 T 25 I ELECTRONIC CENTRALIZED AIRCRAFT MONITORING
03 T 3.0
04 T 4.9
05 T 5.0 LEGENDE (VERTICAL)
01 ELECTRICAL FAN INLET TEMPERATURE SENSORS (2)
06 PS 13 02 HIGH PRESSURE COMPRESSOR INLET TEMPERATURE SENSOR
03 HIGH PRESSURE COMPRESSOR DISCHARGE TEMPERATURE SENSOR
07 P 25
04 EXHAUST GAS TEMPERATURE SENSOR (EGT)
08 PS 3.0 05 LOW PRESSURE TURBINE EXHAUST GAS TEMPERATURE SENSOR
06 FAN EXIT PRESSURE SENSOR
09 PO 07 HIGH PRESSURE COMPRESSOR INLET PRESSURE SENSOR
08 HIGH PRESSURE COMPRESSOR DISCHARGE PRESSURE SENSOR
10 PS12
09 AMBIENT PRESSURE (PO)
11 N1 10 ENGINE FAN INLET PRESSURE
11 LOW PRESSURE COMPRESSOR ROTOR SPEED SENSOR (N1)
12 N2 12 HIGH PRESSURE COMPRESSOR ROTOR SPEED SENSOR (N2)

13 FUEL FLOW TRANSMITTER
13 FF
14 T-CASE TEMPERATURE SENSOR
14 TCASE
Figure 3 Aerodynamic Stations

ENGINE A318/319/A320/321
STATIONS CFM56-5B
72-00
STAGE NUMBERING CFM56-5B
STAGES : COMPONENT : STAGE NUMBER : NOTES :
1 FAN 1 Fan air used for ACC
1 1
2 2
3 LOW PRESSURE 3
4 COMPRESSOR (BOOSTER) 4 VBV
1 1 ( IGV )VSV
2 2 VSV
3 3 VSV
4 HIGH PRESSURE 4 HPT ACC
5 5
6
COMPRESSOR 6
CUST. BLEED, Eng. Anti Ice (A/I),
7 7
8 8
9 9 CUST. BLEED, Muscle Press A/I
Start Bleed, HPT ACC
COMBUSTION CHAMBER 20 Fuel Nozzles,2 Ignitor Plugs
1 HIGH PRESSURE 1
TURBINE ACTIVE CLEARANCE CONTROL
1 1
2 2 ACTIVE CLEARANCE CONTROL
3 LOW PRESSURE 3
4 TURBINE 4
EXHAUST NOZZLE
FRA US/T Kh August 03L2/3 Page: 8

ENGINE A318/319/A320/321
STATIONS CFM56-5B
72-00
5 ST. LP COMPRESSOR 9 STAGE HPC ANNULAR 1 ST. HPT

(4 STAGE BOOSTER) COMBUSTOR 4 ST. LPT
(SAC OR DAC)
FAN DIAMETER 68.3“

Figure 4 Engine Cross Section

FRA US/T Kh August 03L2/3 Page: 9
ENGINE A318/A319/A320/A321
FAN SECTION CFM 56-5B
72-20
SPINNER FRONT CONE

Interference fit and single annular mounting positions are characteristics of the Both front and rear flanges have an offset hole to ensure correct installation
installation of the front and rear cone onto the fan disk. and they are identified by indent marks.
The spinner front cone has an offset hole on its rear flange, identified by an The rear cone also has an integrated air seal that is glued to its inner rear
indent mark, to ensure correct alignment for installation onto the rear cone front flange.
flange.The rear flange has 6 mounting screw locations and 3 threaded inserts, The rear cone prevents axial disengagement of spacers used in the fan blade
located every 120°, for installation of jackscrews used in removal procedures. retention system.
SPINNER REAR CONE lt also supports a series of balancing screws that are installed on its outer di-
ameter. There are two sets of balancing screws available and the screws in
The front flange of the spinner rear cone has 6 line replaceable, crimped, self-- each set are identified as either PO1 to P07 or, P08 to P14. The numbers,
locking nuts. which are engraved on the screw heads, are equivalent to various weights.
The inner rear flange has 12 mounting screw holes, for installation onto the fan An indent mark is located in between two balancing screws for correct installa-
disk, and there are a further 6 threaded holes for the installation of jackscrews tion of the rear cone onto the fan disk and for identification of fan blade No.1.
used in rear cone removal procedures.
SPINNER REAR CONE

ENGINE A318/A319/A320/A321
72-20
OFFSET HOLE
FAN BLADE
8 MOUNTING SREWS
LOCATION
SPACER
3 JACKSREW LOCATIONS
Figure 5 SPINNER CONES
ENGINE A318/A319/A320/A321
FAN FRAME MODULE CFM 56-5B
72-00
FAN INLET CASE

The inner surface of the upstream fan inlet case is lined with 6 forward acousti-
cal panels, 6 mid acoustical panels and provides an abradabie shroud which
faces the fan blade tips.
The inner surface of the downstream fan inlet case is lined with 12 aft acousti-
cal panels.
The fan inlet case also houses the Outlet Guide Vane (OGV) assembly.
FAN FRAME
The fan frame has 12 radial hollow struts that house various equipment and
lines. Compartments formed between the adjacent struts house Variable Bleed
Valve (VBV) actuators which, under certain conditions, redirect primary air into
the secondary airflow.
The rear face of the fan frame mid section provides the front mounts for the
engine and the front flange for the High Pressure Compressor (HPC) section.
THE OUTLET GUIDE VANE (OGV) ASSEMBLY

The fan OGV assembly consists of the inner shroud and 35 twin vanes.
The inner shroud rear flange is bolted to the fan frame and has 35 apertures to
allow passage of the vane inner platforms.
The vane inner platforms are axially retained by the inner face of the fan OGV
inner shroud.
The vane outer platforms are bolted to the downstream fan inlet case.
A splitter fairing, which separates the primary and secondary airflows, is bolted
onto the fan OGV inner shroud forward flange.
There are 2 unplugged holes on the inner shroud, between the 3 and 4 o’clock
positions, to enable borescope inspection of the booster vane assemblies. One

is located between the OGV’s at the stage 3 vane assembly and the other at
the stage 5 vane assembly.

ENGINE A318/A319/A320/A321
FAN FRAME MODULE CFM 56-5B
72-00
FAN AFT FAN

ABRADABLE ACOUSTICAL FRAME
SHROUD PANEL CASING
FAN FAN MID

FORWARD ACOUSTICAL
ACOUSTICAL PANEL
PANEL
STRUT
VBV ACTUATOR
Figure 6 Fan Inlet Case / Fan OGV

ENGINE A318/A319/A320/A321
GENERAL CFM56--5B
72--20
FAN BLADE / FRONT AND REAR CONE

Fan Blades
There are 36 titanium alloy, mid--span shrouded, fan blades approximately 25
inches ( 630 mm ) long. Each blade has a dovetail base that engages in a
dovetail recess on the disk rim. A spacer limits the radial movement of each
blade. A retainer lug, machined in the rear end of blade root, engages the for-
ward flange of the booster spool and limits the forward and rearward axial
movements.
Spinner Front Cone
The spinner front cone is made of composite material. Its design precludes the
need for an engine nose anti--icing system. The front cone is bolted to the rear
cone.
Spinner Rear Cone

The spinner rear cone is made of aluminum alloy. Its rear flange is bolted to the
fan disk and is part of the fan blades axial retention system. The outer rim of
rear flange is provided with tapped holes for trim balance screws. The front
flange provides attachment of the spinner front cone.
Fan Disk
The fan disk is a titanium alloy forging. Its inner rear flange provides attach-
ment for the fan shaft and its outer rear flange is bolted to the booster rotor.
The outer front flange provides attachment for the spinner rear cone. The disk
outer rim has 36 recesses designed for fan blade retention.

ENGINE A318/A319/A320/A321
GENERAL CFM56--5B
72--20
Fan Blades
Booster Spool
Washer
Booster Spool
Bolt
Front Flange
Fan Disk
Retention Slot
Retention Lug 2ND

STEP
Spinner Front Cone

1ST
Spinner Rear Cone
STEP
Bolt Balancing Screws
Spinner Rear Cone

Spacer Mounting Flange Fan Disk
Figure 7 Fan Blade Retention

72-20
FAN DISK
The fan disk outer rim has 36 dovetail recesses for the installation of the fan
blades.
The inner front flange has an imprint to identify an offset hole for rear cone
installation.
There are also two identification marks engraved on either side of blade re-
cesses No.1 and 5.
FAN BLADES
There are 36 titanium alloy, mid--span shrouded fan blades.
Each blade has a dovetail base that slides into a recess on the fan disk outer
rim.
A retainer lug, machined at the rear end of the blade root, engages the forward
flange of the booster spool and limits axial movements.
A spacer, installed underneath each blade, limits the radial movement.

72-20
SPHERICAL
IMPRINT
OFFSET HOLE
Figure 8 Fan Disk and Blades

ENGINE A318/A319/A320/A321
72-20
FAN BLADES (CONTINUED)

Each blade has specific indications engraved on the bottom of the root: COLD FAN BALANCING
-- Part number
-- Serial number Engine Fan Trim Balance
-- Momentum weight Trim balance is a procedure used to reduce the engine vibration level. This pro-
cedure must be applied every time the engine vibration level reaches 8.0 mils,
-- Manufacturer code which leads to rapid loss of the EGT margin, every time the engine vibration
The fan blade root pressure faces are sprayed with an anti--friction plasma result in significant cabin noise, or after an engine check.
coating, and dry molybdenum base film is applied to the blade roots. This procedure is known as Cold Trim Balance because it consists in correcting
The fan blade mid--span shroud contact surfaces are coated with tungsten--car- the imbalance on a cold engine without the need for successive ground runs to
bide. determine the imbalance to be corrected.
The imbalance is determined using the vibration parameters recorded in flight
by the aircraft EVMU. This procedure allows the engine vibration level to be
maintained continuously, at minimal cost. The same calculation can be per-
formed with the aircraft on the ground, after replacement of fan blades when a
static imbalance correction of 400 g.cm or more is necessary.
For imbalance correction calculation, the cold trim balance procedure uses the
in--flight recording of the vibration delivered by the engine No. 1 and TRF bear-
ing vibration sensors.
FRA US/TKh August 03 L3 Page: 18

ENGINE A318/A319/A320/A321
72-20
Figure 9 Fan Blade Root

FRA US/TKh August 03 L3 Page: 19
GENERAL CFM56--5B
72--00
HIGH PRESSURE COMPRESSOR

Description Front Shaft
The major components of the High Pressure Compressor (HPC) are: The front shaft which is bolted between the stage 1--2 spool and stage 3 disk,
S one compressor rotor is the forward support for the rotor. The shaft is splined and secured to the Inlet
Gearbox ( IGB ) horizontal bevel gear by a coupling nut. The IGB contains the
S one compressor stator
thrust anti--orbiting bearings for the core engine. This shaft is made of a tita-
S one compressor rear frame. nium alloy.
A portion of the fan discharge airflow passes through the booster and compres-
sor. The front of the compressor stator is supported by the fan frame, and the Disk and Spools
compressor rotor is supported by the No. 3 bearing in the fan frame. The rear The stage 1--2 spool and stage 3 disks are made of titanium alloy forgings and
of the compressor stator is supported by the combustion case forward flange, retain the blades in axial slots.The stage 4--9 spool is made of a nickel alloy
and the rear of the compressor rotor is supported by the No. 4 bearing in the and retains all blades in circumferential grooves.
turbine rear frame. The rotor internal temperature is maintained below pressure compressor
Air, taken in through the fan and booster sections passes through successive ( booster ) discharge air which enters through holes in the front shaft and 5th
stages of rotor blades and stator vanes, being compressed as it passes from stage air, provided by the Rotor Active Clearance Start Bleed ( RACSB ) valve
stage to stage. After passing through the 9 HPC stages, the air is fully com- through the fan frame. Labyrinth seals between the rotor blade stages improve
pressed. compressor performance.
The inlet guide vanes and the first 3 stages of the stator are variable, and
Blades
change their angular position as a function of compressor inlet temperature and
engine speed. The purpose of this variability is to optimize efficiency and pro- Blades in stages 1, 2 and 3 are made of titanium alloy. Blades in stages 4
vide improved stall margin. through 9 are made of nickel alloy. The first 3 stages of blades are secured in
the disk and spool axial slots by retaining rings; blades in the stages 4--9 spool
The High Pressure Compressor (HPC) rotor. are secured in the circumferential grooves by locking lugs. All blades are re-
The High Pressure Compressor ( HPC ) rotor is a 9--stages, high--speed, placeable without disassembling the rotor.
spool--disk structure.
Rear Seal
The HPC rotor consists of 5 major parts:
The HPC rotor rear rotating ( CDP ) air seal is a one--piece nickel alloy forged
S front shaft part with abrasive, protective--coated labyrinth seals. The seal is mounted to
S stage 1--2 spool the aft flange of the stages 4--9 spool by a tight fitting rabbet diameter and is
S stage 3 disk axially clamped by the bolts and nuts securing the forward flange of the high
pressure turbine rotor to the compressor.
S stage 4--9 spool
S rear Compressor Discharge Pressure ( CDP ) rotating air seal.
Spools are assembled by inertia welding. The front shaft, disk, and spools are
joined at a single bolted joint to form a rigid unit. Interfering rabbeted diameters
are used for proper positioning of parts providing rotor balance stability.

GENERAL CFM56--5B
72--00
4x 4th Stage Air for LPT Nozzle Guide Vane Cooling

1x 4th Stage Air for HPT Clearance Control ( HPTCC )
4x 9th Stage Air for Pneumatic System
1x 5th Air for HPC Clearance Con-
1x 9th Stage Air for HPTCC
trol ( RACC )
1x 9th Stage Air for Start Bleed ( SB )
2x 5th Stage Air for Inlet Anti Ice,
Pneumatic System
I
G
V 1.
!.
2. 3. COMBUSTION CASE
4.
5.
9.
6. 7. 8.
HPC FRONT SHAFT HPC ROTOR CDP SEAL DISK
8.
Stage Number of Vanes
Figure 10 High Pressure Compressor

ENGINE A318/A319 /A320 /A321
TURBINE SECTION CFM56--5B
72--50
HIGH PRESSURE TURBINE

General
The turbine section provides the necessary power to drive the compressor ro-
tors. lt consists of the
-- High Pressure Turbine (HPT)
-- Low Pressure Turbine (LPT)
High Pressure Turbine (HPT)
The HPT module is housed in the combustion case and consists of a single
stage nozzle that directs the gas flow from the combustion chamber to the HPT
rotor blades that drive the HPC rotor.
The LPT stage 1 nozzle is also housed in the combustion case.
Engine cooling
Air from the 4th stage of the HPC is ducted through 4 pipes, to cool down the 1
st stage of the LPT and the front cavity.
Air from the 4th and 9th stage of the HPC goes through the HPTCC valve and
is ducted through 2 pipes, to cool down the cavity that surrounds the HPT
shroud.
FRA US-T Kh August 03L3 Page: 22

ENGINE A318/A319 /A320 /A321
TURBINE SECTION CFM56--5B
72--50
Figure 11 High Pressure Turbine

FRA US-T Kh August 03L3 Page: 23
ENGINE A318/A319/A320/A321
GENERAL CFM 56-5B DAC
72-00
ENGINE GENERAL CONCEPT

The main hardware components are located in the core section of the engine.
Compressor Discharge Pressure (CDP) air is delivered to the combustion sec-
tion which has a Double Annular Combustor.
Controlled release of the combustion energy is used to drive the turbine rotors.
The residual energy is converted into thrust.
The combustion case is a welded structure that encloses the combustion
chamber and the following High Pressure Turbine (HPT) components:
-- CDP seal
-- High pressure Turbine (HPT) nozzles
-- HPT shroud
-- Low Pressure Turbine (LPT) stage 1 nozzle assembly
FRA US/T Kh August 03L2 Page: 24

ENGINE A318/A319/A320/A321
72-00
Figure 12 CFM56-- 5B DAC Core Engine

FRA US/T Kh August 03L2 Page: 25
ENGINE A318/A319/A320/A321
72-00
COMBUSTION SECTION
The fuel/air mixture is ignited in the combustion section which consists of:
-- the combustion case
-- the combustion chamber
The combustion case provides the structural interface between the High Pres-
sure Compressor section and the Low Pressure Turbine section.
The front face of the combustor is attached to the rear of the compressor mod-
ule.
Its rear face is bolted onto the LPT module front flange. The rear section of the
combustor houses the HPT module.
The --5B Double Annular Combustor contains an outer dome, known as pilot,
and an inner dome, known as main.
The case has 20 double--tip fuel nozzle mounting pads and accommodates the
following fuel supply manifolds:
S -- Pilot
S -- Main 1
S -- Main 2
Pilot dome
The pilot dome is the low power region of the combustor and is designed to
achieve high combustion efficiency. lt minimizes the production of carbon mon-
oxide and unburned hydrocarbons and acts as a pilot source of heat for the
main dome.
Main dome
The main dome is a high velocity/high air flow region and is designed to reduce
the reaction temperature and residence time of combustion to minimize soot

and nitric oxide formation.
FRA US/T KH August 03 L3 Page: 26

ENGINE A318/A319/A320/A321
72-00
SWIRL CUPS
LINER
CENTERBODY
COWL
Figure 13 Combustion Chamber

FRA US/T KH August 03 L3 Page: 27
ENGINE A318/A319/A320/A321
GENERAL CFM56--5B DAC
72--00
TURBINE FRAME ASSEMBLY

GENERAL
The turbine frame module is the major structural assembly at the rear of the
engine. It supports the Low Pressure Turbine ( LPT ) rotor rear section and
provides for engine rear mounting on the airframe. The turbine frame includes
the following major parts:
S turbine frame
S No. 5 bearing support
Turbine Frame
The turbine frame assembly is a nickel--alloy weldment. It is made of a hub and
a polygonal outer casing structurally connected by 16 airfoil--shaped struts,
approximately tangent to the hub. The outer casing front outer flange bolts to
the LPT case rear flange. The outer casing rear outer flange supports the e
haust mixer.
At the periphery of the outer casing, there are 3 clevis for aft engine mounting
to the aircraft pylon and 2 brackets for handling/lifting purposes. The hub for-
ward side provides support and attachment for:
S the No.5 bearing support ( hub inner front flange )
S the oil collector of the aft oil sump assembly ( hub outer front flange )
On its aft side, the hub provides support and attachment for:
S the flange assembly
S supports for the flame arrestor
S the center body, or exhaust plug
From its front to aft sides, the hub provides passage for 8 tubular conduits.
These conduits interconnect the rear rotating air/oil seals enclosure with the
center body enclosure. They vent the oil vapors and drain the oil leakage ( past
the seals ) into the center body enclosure from which they discharge outboard.
No. 5 Bearing Support

The No.5 bearing support is made of steel alloy. Its outer flange mounts to the
turbine frame hub inner front flange. The front bore of the No.5 bearing support
contains the No.5 bearing outer race and a concentricity--adjusting sleeve. The
rear face of the support carries the oil inlet cover which supports the oil supply
tube for the No.4 and 5 bearings, and provides for pressurization of the dual
air/oil seal installed at the rear end of the center vent tube.

ENGINE A318/A319/A320/A321
GENERAL CFM56--5B DAC
72--00
CLEVIS MOUNTS
HUB STRUCTURE
NO.5 BEARING SUPPORT

OUTER CASING TURBINE

STRUTS
AFT SUMP ASSY

OIL LINES TO/FROM
AFT OIL SUMP
View Aft Looking Forward
Figure 14 Turbine Frame Assembly

ENGINE A319 / A320 / A321
OIL SYSTEM CFM 56--5A
79--00
ATA 79 OIL
To keep Oil Temperatur within Limits, the Oil is cooled through the Servo Fuel
79 -- 00 GENERAL Heater and the Fuel/Oil Heat Exchanger.
In Case of Scavenge Filter Clogging, an Oil Differential Pressure (Delta P)
OIL SYSTEM PRESENTATION Switch signals it to the Cockpit and its Clogging Indicator shows it on the En-
gine system page with a message on E/WD accompanied by a single chime
General Description
S a Supply Circuit Oil Vent Circuit
S a Scavenge Circuit Some Air entrained in the Scavenge Oil is separated in the Tank by a Dearator
and is vented to the Forward Sump through the Transfer Gearbox and Radial
S a Vent Circuit Drive Shaft.
It Lubricates and cools the Bearings of the Forward and Aft Sumps. The Sumps are vented Overboard through the Low Pressure Turbine Shaft to
It also lubricates Bearings and Gears in the Transfer and Accessory Gear prevet Overpressure in the Sump.
Boxes. Air entrapped in the Scavenge Oil Pressurizes the Tank and provides adequate
The Major Components of the Oil System are: Oil Pressure to the Supply Pump.
S The Oil Tank
System Monitoring and Limitations
S The Lubrication Unit
The operation of the engine oil system may be monitored by the following flight
S The Servo Fuel Heater deck indications.
S The Main Fuel Oil Heat Exchangers. S engine oil pressure
Indicating and Monitoring is provided by the Detectors and Sensors shown on S engine oil temperature
the Schematic.
-- MIN.PRIOR EXCEEDING IDLE : -100C
Oil Supply Circuit -- MAX CONTINIOUS: 1400C
The Oil from the Tank passes through the Supply Pump and Supply Filter to -- MAX TRANSIENT: 1550C
lubricate the forward and aft Sumps, and also the Accessorys and Gearboxes. S oil tank contents 24 US quarts
On the Oil Supply Line a Visual Filter Clogging Indicator, an Oil Temperatur In addition warnings may be given for the following non normal conditions:
Sensor, an Oil Low Pressure Switch and an Oil Pressure Transmitter are pro-
vided for Indication and Monitoring. S low oil pressure
Also an Oil Quantity Transmitter is provided on the Oil Tank. -- RED LINE LIMIT: 13 PSI
Note the Installation of the ECU Oil Temperatur Sensor for the Fuel Return S high oil pressure
Valve. -- ADVISORY: 90 PSI
Oil Scavenge Circuit S scavenge filter clogged.
The Oil from Bearings, Transfer Gearbox and Accessory Gearbox returns to
the Tank by means of four Scavenge Pumps protected upstream by Strainers
and Chip Detectors.
FRA US/T KoA Nov 03 L2 Page: Page: 30

ENGINE A319 / A320 / A321
OIL SYSTEM CFM 56--5A
79--00
LOW OIL PRESSURE OIL PRESSURE

SWITCH TRANSMITTER
ANTI SIPHON
DEVICE
MAIN
CLOGGING RDS HOUSING

SWITCH
SUPPLY FILTER
SCAVENGE ECU OIL TEMP.
FILTER SENSOR
BY PASS VALVE
& CLOGGING IND.
COLD START
PRESSURE RELIEF VLV
OIL TEMP.
SENSOR
SUPPLY
PUMP
PUMP SUPPLY PRESSURE OIL SCAVENGE OIL VENT PRESSURE

Figure 15 OIL SYSTEM SCHEMATIC
FRA US/T KoA Nov 03 L2 Page: Page: 31
ENGINE A319 / A320 / A321
OIL SYSTEM CFM56-5A
79-00
LUBRICATION UNIT
General Lube pump supply filter
The lubrication unit provides oil under the required pressure for lubrication Downstream of the supply pump, the oil flows through the supply filter
and for scavenge of the oil after lubrication and circulation to the oil/fuel heat assembly. The filter has the following components.
exchanger and oil tank. The lubrication unit its mounted on the AGB front face. S One filter (15 microns)
Description S One clogging indicator subjected to the upstream and downstream pres-
The lubrication unit has a single housing containing the following items : sures of the supply filter.The indicator has a red warning indicator and is
S Five positive displacement pumps( Gear Type, one oil supply and 4 scav- rearmed manually (2 bars to 2.3 bars) (29 PSID to 33 PSID).
enge pumps). S One bypass valve which opens if the supply filter clogs (2.50 bars to 2.70
S Six filters (one oil supply filter, 4 chip detectors and scavenge pump filters). bars) (36 PSID to 39 PSID).
S One relief valve (305 psi, on oil supply pump discharge side). S Two capped provisions for a pressure gage upstream of the filter,and a tem-
perature sensor.
S Two clogging indicators (one for the oil supply filter and one for the main
scavenge filter).
Scavenge filter
S Two bypass valves (one for the oil supply filter and one for the main scav-
The flows from the 4 scavenge pumps are mixed together at the scavenge
enge filter).
common filter inlet. This filter assembly consists of the following :
S One 25 micron filter
Anti siphon System
The supply lines from the oil tank to supply the pump has an antisiphon device S One clogging indicator, similar to the one on the supply filter (2 bars to 2.3
to prevent the drainage of the lube tank into the gearboxes and sumps when bars) (29 PSID to 33 PSID).
the engine is shut down for extended periods. S An upstream and a downstream provision for measurement of filter pres-
sure loss as a function of clogging.Filter clogging is indicated on the ECAM
system.
S One bypass valve which opens if the filter clogs.(2.5 bars to 2.7 bars) (36
PSID to 39PSID)
FRA US/T KoA Nov 03 L3 Page: 32

ENGINE A319 / A320 / A321
OIL SYSTEM CFM56-5A
79-00
TEMPERATUR SENSOR
POSITION
LUBRICATION UNIT
Figure 16 Lubrication Unit

FRA US/T KoA Nov 03 L3 Page: 33
ENGINE A318/A319/A320/A321
OIL SYSTEM CFM 56--5B
79--00
ATA 79 OIL SYSTEM

79-00 GENERAL
OIL SYSTEM PRESENTATION OIL SCAVENGE
The oil scavenge from the forward and aft sumps, and the transfer and acces-
GENERAL sory gearboxes is sucked by four scavenge pumps.
The engine oil system includes : Each pump is protected by a strainer and a electrical Master Magnetic Chip
S a supply circuit, Detector.
S a scavenge circuit, The scavenge oil then flows through a master chip detector and a scavenge
S a vent circuit. filter screen ( inside the servo fuel heater ), then it is cooled through the servo
fuel heater and the fuel/oil heat exchanger before returning to the oil tank.
It lubricates and cools the bearings of the forward and aft sumps.
It also lubricates bearings and gears in the transfer and accessory gear boxes. OIL VENT
The major components of the oil system are : the oil tank, the lubrication unit, The air mixed with the scavenge oil is separated in the tank by a deaerator and
the servo fuel heater and the fuel/oil heat exchangers. is vented to the forward sump through the transfer gearbox and radial drive
Indicating and monitoring is provided by the detectors and sensors shown on shaft.
the schematic. The sumps are connected together by the center vent tube, which vents them
to the outside air by the engine exhaust plug, through a flame arrestor.
OIL SUPPLY
The oil from the tank flows through the supply pump and the main filter, or System Monitoring and Limitations
through the back up filter in case of main filter clogging. The operation of the engine oil system may be monitored by the following flight
It then flows to the forward and aft sumps, and to the accessory and transfer deck indications.
gearboxes. S engine oil pressure
The pump delivery pressure is not controlled, but the oil output flow is, by de- S engine oil temperature
sign, always in excess of the lubrication requirements. -- MIN.PRIOR EXCEEDING IDLE : -100C
A pressure relief valve bypasses part of the output flow to protect the supply -- MAX CONTINIOUS: 1400C
pump against abnormal output pressure build--up. -- MAX TRANSIENT: 1550C
If the main filter becomes clogged, a bypass valve opens and the oil flows S oil tank contents 24 US quarts
through the backup filter.
In addition warnings may be given for the following non normal conditions:
A clogging switch sends a signal to the Engine Interface Unit ( EIU ) and a
S low oil pressure
clogging indicator pops out on the filter housing.
-- RED LINE LIMIT: 13 PSI
The anti--siphon device prevents oil from draining by gravity from the tank
through the pump into the gearbox after engine shutdown. It uses air from the S high oil pressure
forward sump. -- ADVISORY: 90 PSI
S filter clogged.

ENGINE A318/A319/A320/A321
79--00
OIL OTY LOW OIL OIL PRESS

SENSOR PRESS SW X-MITTER
ANTI
FUEL/OIL
SIPHON
HEAT
EXCH
OIL TANK
VISUAL
POPOUT
INDICATOR FWD AFT
EIU SDAC SUMP SUMP
SERVO
MAG PLUG FUEL
REFER TO A3 PAGEE
SCREEN HEATER
ECU
T
OIL
SENSOR
CLOGGING
ELEC CHIP DETECTOR
SWITCH
BYPASS
BACK UP FILTER
VALVE
MAIN
FILTER
OIL TEMP
SENSOR A
G TGB
SCAVENGE
PUMPS B
SUPPLY
PUMP
SCAVENGE (OPTION)
INDIVDUAL
SCREENS CHIP
DETECTORS
LUBRICATION UNIT
Figure 17 Oil System

ENGINE A318/A319 / A320 / A321
79--00
LUBRICATION UNIT
The lubrication unit has two purposes During normal operation, the oil flow, tapped at the main supply filter outlet,
-- it pressurizes and filters the supply oil for lubrication of the engine bear- washes the back--up filter and goes back to the supply pump inlet, through a
ings and gears restrictor.
-- it pumps in scavenge oil to return it to the tank. The main filter is discardable and secured on the lube unit cover by a drain
plug.
lt is installed on the left hand side of the AGB front face.
To prevent the filter element from rotating when torquing the drain plug, a pin
Externally, the lubrication unit has :
installed on the filter element engages between two ribs cast in the lube unit
-- a suction port (from the oil tank). cover.
-- four scavenge ports (aft & fwd sumps, TGB, AGB).
Description
-- four scavenge screen plugs.
Downstream of the supply pump, the oil flows through the supply filter assem-
-- an oil out port (to master chip detector).
bly.
-- a main oil supply filter.
This filter assembly comprises:
-- a back--up filter.
S one filter
-- pads for the oil temperature sensor and the oil differential pressure switch.
S one clogging indicator transmitter subjected to the upstream and down
Internally, it has 5 pumps driven by the AGB, through a single shaft. The lube stream pressures of the supply filter
unit is lubricated with supply pump outlet oil, which flows within the drive shaft.
S one bypass valve which opens if the supply filter clogs
The AGB mounting pad has no carbon seal and the lube unit has an 0--ring for
S one back up filter operating if the supply filter clogs
sealing purposes.
S two capped provisions for a pressure gage upstream of the filter, and a tem-
NOTE: Individual Chip Detectors are used for Trouble Shooting !
perature sensor.
MAIN SUPPLY AND BACKUP FILTER Downstream of supply filter, the oil flows through three outlets to the forward
sump, aft sump and the AGB / TGB.
Description and Operation
In the supply circuit, downstream from the pressure pump, oil flows through the
supply system which includes, first, the main oil supply filter.
A sensor, installed in between the upstream and downstream pressures of the

supply filter, senses any rise in differential pressure due to filter clogging.
lf the filter clogs, an electrical signal is sent to the aircraft systems for cockpit
indication.
A by--pass valve, installed in parallel with the filter, opens when the differential
pressure across the valve is greater than the spring load.
The oil then flows through the back--up filter and goes to the pump outlet.
The back--up filter is a metallic, washable filter.
FRA US/T Kh August 03 L3 Page: Page: 36

ENGINE A318/A319 / A320 / A321
79--00
O-RING
LUBE FILTER
ELEMENT
O-RING
BACK-UP O-RING
BACK-UP
SEAL
SEAL
BACK-UP FILTER SCAVENGE SCREEN COVER

ELEMENT ASSY
OPTIONAL
BACK-UP FILTER DRAIN
MAGNETIC BAR
PLUG
SCAVENGE SCREEN MAIN OIL SUPPLY FILTER

PLUG ASSY
Figure 18 Lubrication Unit Interface
ENGINE A319 / A320 / A321
79--00
MASTER CHIP DETECTOR

The Master Chip Detector (MCD) collects magnetic particles suspended in the
oil that flows from the common outlet of the four scavenge pumps, by means of
two magnets on a probe immersed in the oil flow.
lt is installed on the lubrication unit and is connected to an oil contamination
pop--out indicator, through the DPM wiring harness.
The probe is locked in position through a bayonet system.
When a sufficient amount of particles are caught, the gap between the 2 mag-
nets is bridged and the resistance between them drops. This electrical signal is
then sent to the contamination pop--out indicator.
The MCD assembly consists of :
-- a housing which has two flanges for attachment.
-- a check valve, built in the housing, that prevents oil spillage when the
probe is removed and also provides a passage for the oil flow, in case of
chip detector disengagement.
-- a hand removable probe, which has a back--up seal, an 0--ring seal, and
two magnets.
-- a two--wire, shielded electrical cable and an interface connector.
FRA US/T Kh August 03 L2/3 Page: Page: 38

ENGINE A319 / A320 / A321
79--00
Figure 19 Master Chip Detector

ENGINE A318/A319 / A320 / A321
79--00
MAGNETIC CONTAMINATION INDICATOR

The magnetic contamination indicator works in conjunction with the MCD and
its purpose is to provide maintenance personnel with a visual indication of oil
circuit contamination.
The indicator is an electro--mechanical device, located on the right hand side of
the downstream fan case, just above the oil tank.
When magnetic contamination in the oil occurs, an electronic circuit in the indi-
cator detects a drop in resistance between the two magnets on the MCD
probe.
The electronic circuit then energizes a solenoid which triggers a red pop--out
button, thus providing a visual indication.
After maintenance action, the pop--out button must be manually reset.
lt has 2 electrical connectors
-- One for the wiring harness connected to the MCD
-- One for the harness connecting the indicator to the EIU. .

ENGINE A318/A319 / A320 / A321
79--00
Figure 20 Oil Contamination Pop-Out Indicator

ENGINE A318/A319 / A320 / A321
79--30
OIL TEMPERATURE SENSOR

OIL FILTER DIFFERENTIAL PRESSURE SWITCH
The oil temperature sensor is located on the oil pressure filter downstream of
The oil differential pressure switch is located on a bracket on the engine above the pressure pump.The oil temperature is sensed by a dual resistor unit.
the scavenge filter. Lines are routed to the switch from bosses on the scavenge
filter.
Actuation of the differential pressure switch is at :
25.5 plus or minus 1 PSID increasing pressure 22 PSID decreasing pressure.
OIL TEMP
SENSOR
OIL FILTER
DIFF
PRESSURE
SWITCH
FRA US/T Kh August 03 L3 Page:Page:

Page: 42
ENGINE A318/A319 / A320 / A321
79--30
0.8 0.8
1.2 1.2
OIL FILTER
CLOG CLOG
SDAC1
EIU
Figure 21 Oil Temperature and Diff. Press. Indication

FRA US/T Kh August 03 L3 Page:Page:
Page: 43
Engine Fuel and Control A319 / A320 / A321
Distribution CFM 56--5B DAC
73--10
ATA 73 FUEL SYSTEM

FUEL DISTRIBUTION
Fuel from the aircraft tank enters the engine fuel pump through a fuel supply
line.
The pressurized fuel then goes to the main oil/fuel heat exchanger to cool
down the engine supply oil. It goes back to the fuel pump, where it is filtered,
pressurized again and split into two fuel flows.
The main fuel flow goes to the Hydromechanical Unit (HMU) metering system
before passing through a fuel flow transmitter.
Before going to the fuel nozzles, the fuel is directed to a Fuel Manifold Modulat-
ing Valve (FMMV). In some manuals it is also sometimes called a Burner
Selection Valve (BSV). The FMMV splits the metered fuel into three fuel flows,
and delivers them to the nozzles through three different supply manifolds.
The other fuel flow goes to a servo fuel heater, to prevent any ice particles en-
tering sensitive servo systems. The heated fuel enters the HMU servo mecha-
nism area and is then directed to different fuel actuated components.
A bypass line returns unused fuel from the HMU to the inlet of the main oil/fuel
heat exchanger.
An Integrated Drive Generator (IDG) oil cooler and a Fuel Return Valve (FRV)
are also an this line. The FRV may re--direct some returning fuel back to the
aircraft tank. Before returning to the aircraft tank, the hot fuel is mixed with cold
fuel from the outlet of the first stage of the fuel pump.
FRA US/T bu July 02 L3 Page: Page: 44

73--10
Figure 22 DAC FUEL DISTRIBUTION

Engine Fuel and Control A318/A319 / A320 / A321
73--10
FUEL DISTRIBUTION
Fuel Nozzle Supply The fuel flow sent to the Main 2 manifold is controlled by the Main Burner Stag-
The FMMV delivers fuel to the nozzles through three different supply man- ing Valve (MBSV).
ifolds: The fuel is delivered to 20 double--tip fuel nozzles. Each nozzle has two inlets,
S --The Pilot manifold supplies the 20 outer domes of the combustion cham - one connected to the Pilot manifold, and the other connected to either the Main
ber (pilot burner). 1 or the Main 2 manifold.
S --The Main 1 manifold supplies 10 of the 20 inner domes of the combustion Each manifold is made up of two halves. The halves are connected to the three
chamber (main burner 1). FMMV outlets through a connection box. The six halves are secured to the
core engine.
S --The Main 2 manifold supplies the remaining 10 inner domes (main burner
2). Tubes with connecting nuts are brazed onto the manifolds, to supply fuel to the
corresponding nozzles
The fuel flow sent to the Pilot and the Main 1 manifolds is controlled by the
Double Annular Modulating Valve (DAMV).

Engine Fuel and Control A318/A319 / A320 / A321
73--10
SWIRL CUPS
LINER
CENTERBODY
COWL
Figure 23 DAC NOZZLE SUPPLY

73--10
FUEL MANIFOLD MODULATING VALVE (FMMV)

The FMMV is installed at 6 o’clock an the core engine. To access the valve,
both thrust reverser ’C’ ducts must be opened.
The FFMV is controlled by the Electronic Control Unit (ECU) and is fuel oper-
ated by the Hydro Mechanical Unit (HMU).
lt consists of a Double Annular Modulating Valve (DAMV), a Main Burner Stag-
ing Valve (MBSV), two override valves and a manifold cooling orifice.
The DAMV controls the fuel split between the Pilot manifold and Main 1 man-
ifold. Its linear motion is commanded by two Electro Hydraulic Servo Valves
(ESHV). Its position is controlled by the ECU through feedback from a Linear
Variable Differential Transducer (LVDT).
The MBSV acts as an on/off valve controlling the fuel circuit to the Main 2 man-
ifold. lt has dual redundant signal switches.
The override valves discharge excessive pressure in the Pilot circuit into the
Main 1 and Main 2 manifolds.
The manifold cooling orifice allows passage of cooling fuel into the Main 1 and
Main 2 manifolds and nozzles during staged operation.

73--10
Figure 24 DAC FUEL MANIFOLD MODULATING VALVE

73--10
FUEL MANIFOLD MODULATION VALVE MODES (FMMV)

In order to operate the Double Annular Combustor (DAC) at all flight conditions,
the DAC control turns the fuel manifolds ON, or OFF, to maintain combustor
stability, while adhering to operability, turbine temperature limitations and pol-
luant emission limits.
Three modes can be set by the DAC control:
S -- Mode 20/0: 20 Pilot burners are fuel supplied. Main 1 and Main 2 are
OFF.
S -- Mode 20/10: 20 Pilot burners and 10 Main 1 burners are fuel supplied.
The 10 Main 2 burners are OFF.
S -- Mode 20/20: 20 Pilot burners, 10 Main 1 burners and 10 Main 2 burners
are supplied.

73--10
Figure 25 DAC FMMV OPERATING MODES

Controlling General CFM 56--5B DAC
73--20
FUEL MANIFOLD MODULATION VALVE MODES (FMMV)

FUEL FLOW SPLITS
In order to operate the Double Annular Combustor (DAC) at all flight conditions,
Fuel flow splits between the Pilot and Main 1 manifolds are hydraulically con- the DAC control turns the fuel manifolds ON, or OFF, to maintain combustor
trolled by the fuel nozzle Dp characteristics in 20/10 mode which are, approxi- stability, while adhering to operability, turbine temperature limitations and pol-
mately, 52% Pilot and 48% Main 1 total flow. luant emission limits.
In 20/20 mode, the DAMV is commanded to allow fuel flow to all three fuel Three modes can be set by the DAC control:
manifolds (Pilot, Main 1, Main 2). During transient operation, fuel flow splits S -- Mode 20/0: 20 Pilot burners are fuel supplied. Main 1 and Main 2 are
between the Pilot and Main manifolds are hydraulically controlled by the fuel OFF.
nozzle Dp characteristics which are, approximately, 40% Pilot and 60% Main
(Main 1 + Main 2). S -- Mode 20/10: 20 Pilot burners and 10 Main 1 burners are fuel supplied.
The 10 Main 2 burners are OFF.
During steady state operation, fuel flow splits between the Pilot and Main man-
ifolds are controlled to a lower Pilot percentage. S -- Mode 20/20: 20 Pilot burners, 10 Main 1 burners and 10 Main 2 burners
are supplied.
ENGINE FUEL AND CONTROL -- DISTRIBUTION
The DAC engine reduces exhaust emissions.
The DAC system increases the size of the flame, while the fuel flow is almost
the same as that of the Single Annular Combustor (SAC) engine. This reduces
the flame core temperature which also reduces the amount of nitric--oxide
(NOx) gasses that the engine exhausts. Of the 20 double tip fuel nozzles, ten
are cooling fuel nozzles that supply fuel to the Pilot and Main 1 zones of the
combustor.
The other ten nozzles are the Bleed nozzles that supply fuel to the Pilot and
Main 2 zones of the combustor. The nozzles are in pairs of two Cooling nozzles
and Bleed nozzles around the combustor outer case.
The fuel nozzles have three thrust modes:
S - 20/0 (low power) mode:
20 Pilot fuel nozzle tips of the cooling and bleed nozzles supply fuel.
S --20/10 (medium power) mode:

The ten Main 1 zone tips of the cooling nozzles also supply fuel.
S --20/20 (high power) mode:
The ten Main 2 zone tips of the bleed nozzles also supply fuel.
The ten Main 1 zone tips of the cooling nozzles also supply fuel.
All 40 tips are in operation in the 0/ 20 mode.

73--20
Figure 26 FUEL FLOW SPLIT

73--10
FUEL NOZZLES
The fuel nozzles are welded assemblies that deliver carefully calibrated and
precisely patterned fuel spray for combustion. Each nozzle is essentially two
nozzles in one.
They ensure a good light--off capability, efficient burning at high power engine
settings and a reduction of polluant emission at low power engine settings.
They are installed on the combustion case assembly and connected to the fuel
manifold assembly.
There are 20 double--tip fuel nozzles which deliver fuel into a double--headed
combustion chamber through a Pilot burner and a Main burner.
The double--tip fuel nozzles deliver fuel through 4 independent flows.
The nozzles consist of:
S -- 2 independent fuel inlet connectors
S -- 2 independent metering valve assemblies
S -- A support to secure the fuel nozzle an the combustion case
S -- 2 metering sets to calibrate Primary and Secondary fuel flow sprays for
Pilot and Main
Two types of nozzle are installed an the engine:
S -- 10 Cooling nozzles
S -- 10 Bleed nozzles
Though there are differences between the cooling and bleed nozzles in the in-
ternal cooling circuits, they are more similar in function and fuel management.
An additional Bleed Valve body is manufactured onto the Bleed Nozzle body.
To facilitate nozzle type identification, a color band is wrapped around the valve
assembly:
S -- A blue band at the Cooling nozzle

S -- A yellow band at the Bleed nozzle
FUEL NOZZLE

73--10
Figure 27 DAC FUEL NOZZLES

73--10
COOLING NOZZLE -- COOLING CIRCUITS

DISTRIBUTION 20/20 MODE
During staged operation, a restrictor routes fuel from the Pilot inlet to a pas-
In the 20/20 mode, the Pilot zone tips, Main 1 zone tips and Main 2 zone tips sage around the Main flow valves to cool them down (main circuit shut off).
supply fuel to the combustor. Then, the fuel exits into the Main manifold.
In this mode, all tips in both the cooling and bleed nozzles operate. Another purpose of this restrictor is to provide flow to the Main manifold and
In this condition, the engine operates in the high power range. Bleed nozzles to cool them down during staged operation.
Fuel goes through the open Pilot and Main 1 manifold ports of the Double An-
nular Modulating Valve (DAMV). The DAMV decreases the amount of fuel that
goes to the Pilots to distribute the fuel better in all three manifolds.
The Main 2 staging valve (MSV) is also open and metered fuel from this open
valve goes to the Main 2 manifold.
The Main 2 manifold supplies fuel to the Main 2 zone tips in the bleed nozzles.
COOLING NOZZLE -- PILOT

The fuel nozzle assembly receives fuel through the inlets.The fuel passes
through inlet strainers and flows into the portion of the support that houses the
valves.
Primary Pilot flow travels through a Manifold Leakage Control Valve (MLCV)
and follows a cooling circuit down to the Main tip.
The Primary Pilot flow keeps the Main tip cool during staged operation.
From this point, the fuel is routed back up to cool the Pilot tip before exiting into
the combustion chamber.
Secondary Pilot flow is scheduled by a Pressure Flow Divider Valve Cartridge.
Fuel is routed by this valve through a trimming restrictor orifice, then ported to
a Secondary Metering Set and sprayed into the combustor. The Secondary
spray profile is wider than the Primary spray profile, thus it surrounds the Pri-
mary spray.
COOLING NOZZLE -- MAIN 1

Primary Main flow travels through the MLCV and is routed into the Main Pri-
mary Metering Set to be sprayed into the combustion chamber.
Secondary Main flow is scheduled by a Pressure Flow Divider Valve cartridge.
This valve routes fuel through a trimming restrictor orifice and fuel is then
routed to the Main Secondary Metering Set.

73--10
Figure 28 DAC PILOT + MAIN1 + MAIN2 OPERATION

73--10
This is accomplished by an additional flow divider valve (Bleed Valve) which
DISTRIBUTION 20/10 MODE schedules fuel from the Main Bleed fuel nozzle inlet to the secondary Pilot flow
In the 20/10 mode, the Pilot zone tips and the Main 1 zone tips supply fuel to circuit.
the combustor. The cooling fuel comes from the cooling nozzles. lt is routed through an orifice
In this condition the engine operates in the medium power range. located in the FMMV. The orifice allows passage of the cooling fuel from the
Main 1 to the Main 2 manifolds.
Fuel goes through the open Pilot and Main 1 ports of the DMV. The MSV is in
the closed position and no metered fuel goes to the Main 2 manifold.
Fuel for the Main 2 tip cooling circuit comes from the metered fuel supply for
the Pilot and Main 1 manifolds.
The metered fuel goes through cooling orifices inside the FMMV.
The cooling orifices enable sufficient flow to move fuel through the Main 2 tip
cooling circuit, at a pressure low enough not to open the primary or secondary
valves of the Main 2 tips. Fuel from the cooling circuit goes from the Main 2 tip
bleed valves and mixes with the secondary orifice circuit of the Pilot zone tips.
There is a constant positive flow through the cooling circuit for the Main 2 man-
ifolds and tips.
BLEED NOZZLE -- PILOT

Primary Pilot flow travels through the MLCV and follows a cooling circuit down
to the Main tip. The primary Pilot flow keeps the Main tip cool during staged
operation.
Secondary Pilot flow is scheduled by a Pressure Flow Divider Valve cartridge.
routed to the Pilot Secondary Metering Set.
From this point, the fuel is routed back up to cool the Pilot tip before exiting into
the combustion chamber.
BLEED NOZZLE -- MAIN 2

Primary Main Flow travels through the MLCV and is routed into the Main Pri-
mary Metering Set to be sprayed into the combustion chamber.
Secondary main flow is scheduled by a Pressure Flow Divider Valve Cartridge.
routed to the Main Secondary metering Set.
BLEED NOZZLE -- COOLING

The bleed valve provides controlled cooling flow and helps to balance the
nozzle/manifold system.

73--10
Figure 29 DAC PILOT + MAIN 1 OPERATION

73--10
DISTRIBUTION 20/0 MODE

Only the pilot tips of both the cooling and bleed nozzles supply fuel to the com-
bustor in this mode.
In this condition, the engine operates at low power.
Fuel goes through the open Pilot manifold port of the DMV in the FMMV. The
Pilot manifold supplies metered fuel to the Pilot tips in the cooling and bleed
nozzles.
The Main 1 manifold port of the DMV and the Main 2 staging valve (MSV),
which controls fuel flow to the Main manifolds, are closed. The Main 1 and 2
zone tips do not supply fuel to the combustor.
Cooling fuel flows through the Main 1 and 2 manifolds and the Main 1 and 2
tips of the cooling and bleed nozzles. This cooling fuel prevents coking at the
Main 1 and 2 tips. It also prevents a delay in engine acceleration when one, or
both of the Main nozzles begin to flow fuel.
Cooling fuel for the Main 1 manifold and nozzle tips comes from a tapping in
the Pilot manifold. The fuel goes through the cooling circuit of the Main 1 zone
tips and goes back into the FMMV.
In the FMMV, metered fuel supply from the Pilot manifold goes through one of
two cooling orifices. Fuel from the Main 1 manifold goes through the other cool-
ing orifice. Fuel from both of these cooling orifices goes to the Main 2 manifold.
Fuel that passes through the Main 2 tip cooling circuit goes through a bleed
valve to mix with the secondary circuit of the Pilot zone tips of the Bleed
nozzles.

73--10
Figure 30 DAC PILOT OPERATIONAL MODE

Controlling General CFM 56--5B
73--20
ENGINE RATING / IDENTIFICATION PLUG

FRONT PANEL ELECTRICAL CONNECTORS
The engine rating/identification plug provides the ECU with engine configura-
There are 15 threaded electrical connectors located on the front panel, identi- tion information for proper engine operation.
fied through numbers 11 to J15 marked on the panel. lt is plugged into connector J 14 and attached to the fan case by a metal strap.
Each connector features a unique key pattern which only accepts the correct It remains with the engine even after ECU replacement.
corresponding cable plug. The plug includes a coding circuit, equipped with pushpull links which either
All engine input and command output signals are routed to and from channels ensure, or prohibit connections between different plug connector pins.
A and B, through separate cables and connectors. The push--pull links consist of switch mechanisms located between 2 contacts
and can be manually opened, or closed, according to customer requests.
They include:
-- 5B and 5B/P differentiation
-- engine type (SAC or DAC)
-- an optional PMUX engine condition monitoring kit
-- optional full EGT monitoring
-- tool, which enables the engine serial number to be loaded into the ECU’s
Non--Volatile Memory (NVM)
-- N1 trim level, to correct thrust differences between engines operating at
the same N1 speed
The ECU stores schedules in its NVM, for all available engine configura-
tions. During initialization, it reads the plug and selects a specific schedule.
In the case of a missing, or invalid ID plug, the ECU uses the value stored
in the NVM for the previous plug configuration.

Controlling General CFM 56--5B
73--20
SAFTY WIRE
O-RING
SHEATED
CABLE
Figure 31 FADEC Electrical Connectors

Engine Indicating A319 / A320 / A321
Analyzers CFM 56--5B DAC
77--30
MAINTENANCE TASKS
An LRU screen is available through the MCDU and is specific for DAC engines.
This screen enables the operator to know the engine type and also a lot of
other useful information:
-- Bump level
-- N1 trim level
-- Engine configuration
-- PMUX option
-- DAC configuration
-- SOV status*
-- Engine serial number*
* The last two items can be accessed and modified through the keypad of the
MCDU to be in accordance with the aircraft configuration.
The other parameters can only be read and are automatically updated when a
new software version is programmed into the ECU, and/or, when the engine
identification plug is installed an the ECU.

Engine Indicating A319 / A320 / A321
Analyzers CFM 56--5B DAC
77--30
Figure 32 DAC LRU IDENT &SERIAL NR. ENTRY

73--20
73--20 CONTROLLING(DAC )
FADEC
SYSTEM OVERVIEW
The 3 different operating modes 20/0, 20/10, 20/20 are primarily commanded
by the CFM56--5B DAC FADEC control system.
The operating modes are controlled by the Electronic Control Unit (ECU),
which sends electrical signals to position the DAMV and MBSV.
The system switches from the 20/0 to 20/10 and to the 20/20 mode, depending
an two parameters:
-- The corrected N 1 speed (N 1 K12)
-- The fuel/air ratio (FAR)
20/0 is used at low power conditions (<7% thrust SLS)
20/20 mode is set from part power to takeoff (>30% thrust SLS)
20/10 mode is an intermediate mode that can be thought of as a transition step
between 20/0 and 20/20 modes

73--20
Figure 33 ECU/DAC PARTICULARS

73--20
NORMAL OPERATION
The DAC 2 engine switch point from 20/0 to 20/10 occurs at 2630rpm N1 K12.
The ECU will command the DAC to switch from 20/0 to 20/10 modes if both
corrected N1 and combustor FAR are above their respective switch thresholds.
This switch point is always active an ground and may also be active in flight, if
the FAR is above a certain limit. The corrected N1 switch threshold is only ac-
tive an ground.
APPROACH
During approach operation, the ECU commands the DAC to switch from 20/0
to 20/10 mode when:
-- Approach idle is set
-- Flight condition
-- Symmetric ECS bleed is ON
-- FAR > specific threshold
The system switches back to 20/0 mode if one of the above conditions are no
longer met, or if a hung decel* is detected.
* A hung decel is detected if the N2 decel rate is slower than 1/4 of the normal
decel schedule and when the engine is controlied an the FAR decel schedule.
NAC COOLING
If the NAC system fails to move to the cooling position,or if both feedback sen-
sors fail,the ECU forces the DAC to switch from 20/0 mode when EGT exceeds
550 ° C on the ground.
If EGT exceeds 700° C,the LPTCC valve will be commanded fully open.
Once DAC mode has switched from 20/0 to 20/10 based on EGT,it cannot
switch back to 20/0 mode unless any of the following conditions are met:
One hour elapses
20/20 mode is selected
Any engine transient (accel or decel) is made
Engine is operating on FAR decel control (to avoid decel hang--up)
FRA US/T Kh August 03L3 Page: Page: 68

73--20
NORMAL OPERATION APPROACH
NAC COOLING
Figure 34 DAC FUEL FLOW SPLITS

FRA US/T Kh August 03L3 Page: Page: 69
73--20
SIMPLEX HPTCC AND LPTCC

To support the added functionality of the FMMV, the HPTC and LPTC control
loops have been converted to ECU single channel control (simplex).
Channel A of the ECU is dedicated to controlling the HPTC valve and channel
B is dedicated to controlling the LPTCC valve.
Loss of either channel will result in the respective valve moving to the fail--safe
position. However, the demand and selected positions of the valves are sent
over ARINC to both channels.

73--20
HPTC VALVE
LPTC VALVE
Figure 35 Simplex HPTCC and LPTCC

AIR CFM56--5B
75--30
ATA 75 ENGINE AIR

75--00 GENERAL
Nacelle section
General The nacelle installation is designed to provide cooling and ventilation air for en-
The engine air system is divided into three main functions: gine accessories installed on the fan and core casing. The distribution and cir-
culation of the air in the compartments is such that the temperature limit for
S cooling
specific components is not exceeded. These limits ensure long life and provide
S compressor control good fire safety margins.
S indicating
Compressor Control
The air system covers primary, secondary (bypass) and parasitic (cooling and
pressurizing) airflows and the systems used to control airflow. It is composed of The Variable Stator Vane (VSV) and the Variable Bleed Valve (VBV) control the
2 major sections: compressor through the ECU.
S engine Indicating
S and nacelle The nacelle temperature only is indicated in the cockpit.
Engine section
The airstream flowing through the CFM56 turbofan engine supplies 2 major
systems:
S the internal
S the external air systems
The internal air system consists of the following sub--systems:
S propulsion airflow (secondary and primary flows)
S forward and aft bearing sump pressurizing air
S cooling air (HPTACC, RACSB)
S internal thrust balancing air
The external air system consists of the following sub--systems:

S fuel control system air (CDP)
S Low Pressure Turbine Active Clearance Control (LPTACC)
S high--energy igniter harness cooling air
S engine customer bleed air
S ECU cooling
FRA US-T Kh Augustn 03 L2/3 Page: 72

AIR CFM56--5B
75--30
PRIMARY AIR FLOW FAN AIR ( FROM SCOOP ) LPTCC

VALVE
RACSB SB
FAN AIR FLOW VALVE
STG 5 STG 9
HPTCC
VALVE
STG 4 STG 9
ECU COOLING
LPT COOLING
AIR INLET
CUSTOMER BLEED
5TH STAGE
CORE COMPARTMENT
CUSTOMER BLEED
9TH STAGE
Figure 36 Engine Air System Schematic

FRA US-T Kh Augustn 03 L2/3 Page: 73
Engine A319 / A320 / A321
Air CFM56-5B
75-20
75--20 ENGINE COOLING

HIGH PRESSURE TURBINE CLEARANCE CONTROL HPTCC VALVE
The HPTCC system optimizes HPT efficiency through active clearance control The HPTCC valve has integrated dual butterfly valves, driven by a single ac-
between the turbine rotor and shroud and reduces compressor load during tuator which receives the fuel pressure from the HMU servo valve.
starting and transient engine conditions. Each butterfly valve controls its own dedicated compressor stage air pick--up.
The HPTCC system uses bleed air from the 4th and 9th stages to cool down One butterfly valve controls the flow from 4th stage compressor bleed while the
the HPT shroud support structure in order to: other butterfly valve controls the flow from the 9th stage compressor bleed.
-- maximize turbine efficiency during cruise. The 4th stage air is mixed with the 9th stage air downstream of the valve.
-- minimize the peak EGT during throttle burst. The two airflows are mixed downstream of the valve and sent through a ther-
The HPTCC valve is located on the engine core section at the 3 o’clock posi- mally insulated manifold to the HPT shroud support, at the 6 and 12 o’clock
tion. positions.
A thermocouple, located on the right hand side of the HPT shroud support The actuator position is sensed by a dual LVDT and sent to both channels of
structure, provides the ECU with temperature information. the ECU.
The ECU uses various engine and aircraft sensor information to take into ac- A drain port on the valve directs any fuel leaks towards the draining system.
count the engine operating range and establish a schedule.
Component Description
To control the temperature of the shroud at the desired level, the ECU calcu-
lates a valve position. The HPTACC valve has integrated dual butterfly valves driven by a single fuel
powered actuator. Position feedback to the ECU is provided by a dual channel
This valve position is then sent by the ECU to the HMU, which modulates the
LVDT installed on the actuator. One butterfly valve controls the flow from 4th
fuel pressure sent to command the HPTCC valve.
stage compressor bleed while the other butterfly valve controls the flow from
Two sensors (LVDT), connected to the actuator, provide the ECU with position the 9th stage compressor bleed. The 4th stage air is mixed with the 9th stage
feedback signals and the ECU changes the valve position until the feedback air downstream of the valve.
matches the schedule demand.
FRA US/T Kh August 03 L2 /3 Seite: Page: 74

Engine A319 / A320 / A321
Air CFM56-5B
75-20
4TH/9TH STAGE
OUTLET
DISCHARGE
MANIFOLD
Figure 37 HPTCC System Location

FRA US/T Kh August 03 L2 /3 Seite: Page: 75
ENGINE A318/A319/A320/A321
AIR CFM56--5B
75--21
HPT ACTIVE CLEARANCE CONTROL SYSTEM

System Description The HPTACC Actuator drives the Butterfly Valves to different positions as fol-
The HPTACC system regulates the HP turbine shroud support structure tem- low :
perature by means of valves controlled by the Hydromechanical Unit (HMU).
The HPTACC Valve has integrated dual butterfly valves driven by a single fuel
ACTUATOR 4TH STAGE 9TH STAGE
powered actuator. MODE
Fuel pressure is distributed in accordance with electrical signals sent by the STROKE BUTTERFLY BUTTERFLY
Electronic Control Unit (ECU).
0%
One butterfly valve controls the flow from the fourth stage compressor bleed NO AIR CLOSED CLOSED
FAILSAFE
while the other butterfly valve controls the ninth stage.
The fourth stage air is mixed with the ninth stage air downstream of the valve. 37% FULL 9TH CLOSED FULLY OPEN
GENERAL
The Hight Pressure Turbine Active Clearance Control (HPTACC) system uses 37 - 100% MIXED INTERMEDIATE INTERMEDIATE
bleed air from the fourth and ninth stages to cool the high pressure turbine
shroud support structure.
100% FULL 4TH FULLY OPEN CLOSED
The purpose of the system is to :
S maximize turbine efficiency during cruise,
S minimize the peak Exhaust Gas Temperature (EGT) during throttle burst.
The HPTACC valve also discharges ninth stage air to unload the Hight Pres-
sure (HP) compressor on engine start. ’
Two Linear Variable Differential Transducers connected to the actuator and one
thermocouple located on the right hand side of the HP turbine shroud support
structure provide feedback signals to the ECU. T case
The T case sensor measures the High Pressure Turbine (HPT) shroud support
CONTROL temperature.
In accordance with various parameters such as N2 and T3, the ECU sends The temperature value is used by the ECU in the HPT Clearance Control sys-
electrical signals to the torque motor within the HMU to move the HPTACC tem logic.
valves. lt is installed on the combustion case at the 3 o’clock position, and consists of :
When the engine is shut down the valves move to a failsafeclosed position. -- a housing, which provides a mounting flange and an electrical connector.
On engine start the HPTACC valve moves to the ninth stage bleed position -- a sensing element, fitted inside the housing and in contact with the shroud
which unloads the compressor to improve engine acceleration. support.
Above ground idle the position of the valves is determined by the closed loop
shroud temperature control. NOTE: THE PROBE IS SPRING--LOADED TO ENSURE PERMANENT
CONTACT WITH THE SHROUD SUPPORT.
The HPTACC actuator drives the butterfly valves to different positions.

ENGINE A318/A319/A320/A321
AIR CFM56--5B
75--21
T3
HMU HYDRAULIC
ECU N2
POWER T CASE THERMOCOUPLE
FEEDBACK
HPTACC DISCHARGE AIR

HPTACC
4TH STAGE AIR 9TH STAGE AIR
Figure 38 HPTACC Airflow Schematic

ENGINE A318/A319/A320/A321
AIR CFM56--5B
75--20
LOW PRESSURE TURBINE CLEARANCE CONTROL SYSTEM

General S A butterfly--type valve.
To ensure the best performance of the LPT at all engine ratings, the LPTCC
Operation
system uses fan discharge air to cool the LPT case during engine operation, in
order to control the LPT rotor to stator clearances. The actuator system of the butterfly valve uses fuel pressure signals from the
HMU for its operation.
lt also protects the turbine case from over--temperature by monitoring the EGT.
Within the HMU, the LPT active clearance control function operates under elec-
The LPTCC system is a closed loop system, which regulates the cooling air-
trical signals/commands from the ECU.
flow sent to the LPT case, through a valve and a manifold.
The LPTCC valve is located on the engine core section between the 4 and 5 Valve Feedback
o’clock positions. A feedback of the different positions of the butterfly valve is supplied constantly
The LPTCC system consists of: to the ECU through the RVDT sensor electrical connectors. Under control of
--an air scoop the PCR pressure applied at one end of the actuator and a PC/PB modulated
pressure applied at the other end, the linear actuator rotates the shaft which
--the LPTCC valve.
controls the opening or closing of the butterfly valve. The butterfly valve regu-
--an air distribution manifold. lates the amount of fan discharge air required to cool the turbine as a function
--six LPT case cooling tubes. of the engine power demand (engine rating). The PCR pressure is always be-
The purpose of the LPT Active Clearance Control System (LPTACC) is to con- tween the PC and PB pressures. The only action that can displace the actuator
trol the thermal expansion of the low pressure turbine case during engine op- piston is the PCR--PC or PCR--PB differential pressure.
eration in order to:
During an acceleration of the engine:
S optimize the LPT rotor--to--stator (blade tip) radial clearances
S A PB signal is sent to the clearance control valve (CCV) by the HMU.
S and thus get the best performance from the LPT at all engine ratings
S This pressure signal moves the actuator piston and rod toward the OPEN
To achieve these requirements the system: position of the butterfly valve.
S scoops a controlled amount of fan discharge air,
During a deceleration of the engine:
S flows it through a dedicated system of ducting, control valve, manifolds and
tubes arrangement. S A PC signal is sent to CCV by the HMU.
S This pressure signal moves the actuator piston and rod toward the
Component Description CLOSED position of the butterfly valve.

The LPTACC valve has the parts which follow: S When the engine is shut down, the butterfly valve is fully closed.
S A housing with a drain boss to collect laminar leakage from the linear actua-
tor.
S A control plate with 3 holes, which lets in the HMU fuel signals for active
control of the LPT clearances.
S A linear actuator with a gear sector which rotates the butterfly valve shaft.
S A spring--return system fitted in the actuator.
S A RVDT redundant sensor fitted at one end of the butterfly valve shaft.

ENGINE A318/A319/A320/A321
AIR CFM56--5B
75--20
ECU
ELECTRICAL
SIGNAL
FEEDBACK HMU
REGULATED
AIRFLOW
LPTACC
VALVE RVDT LPTACC
SENSOR VALVE
FAN DISCHARGE
AIR INLET
ELECTRICAL
CONNECTOR
FAN AIR LPT CASE

DISCHARGE MANIFOLD
AIR
OUTLET
DRAIN
FUEL INLET
NIPPLE
PLATE
Figure 39 LPTACC Valve Schematic

AIR CFM56--5B
75--20
ROTOR ACTIVE CLERANCE CONTROL SYSTEM

Component Description
The RACSB valve has integrated dual butterfly valves driven by a single fuel
powered actuator. Position feedback to the ECU is provided by a dual channel
LVDT attached on the actuator. One butterfly valve controls the flow of 5th
stage compressor bleed while the other butterfly valve controls the flow of the
9th stage compressor bleed.
The 5th stage air is ducted to the compressor bore cavity while the 9th stage
air is ducted to the LPT cavity.
FRA US-T Kh August 03 L2/3 Page: 80

AIR CFM56--5B
75--20
5TH STAGE 9TH STAGE

BLEED BLEED RACCSB
DUCT DUCT VALVE
9TH STAGE
START BLEED
AIR
5TH STAGE ROTOR

COOLING AIR
Figure 40 RACCSB Bleed Valve

FRA US-T Kh August 03 L2/3 Page: 81
ENGINE A318/A319/A320/A321
AIR CFM56--5B
75--20
ROTOR ACTIVE CLERANCE CONTROL SYSTEM

General CONTROL
The CFM56--5B engine Rotor Active Clearance (RAC) and Start Bleed (SB) The ECU sends electrical signals to the torque motor within the HMU to move
control system uses High Pressure Compressor (HPC) air from stage 5 to con- the RACSB actuator through the servo valve.
trol compressor clearance at altitude, and stage 9 HPC bleed air to unload the The RACC actuator drives the butterfly valves.
compressor during starts and accelerations. The function of the RAC system is
The RACC demand schedule controls the valves as follows :
to improve compressor efficiency during cruise and the function of the SB sys-
tem is to improve stall margin during engine starting and acceleration. On engine start the RACSB valve moves to the ninth stage bleed position
which unloads the compressor to improve engine acceleration.
System Description At steady speeds, above idle and at low altitude, the RACSB valves are in the
The RACSB is an open loop system. The RAC control system ducts 5th stage no air position.
compressor bleed air to the HPC bore cavity. The 5th stage air causes the rotor At high altitude the RACSB valve bleeds fifth stage air to heat the HP compres-
to expand and reduces HPC clearances. The increased efficiency of the HPC sor bore, which reduces compressor clearances and improves compressor effi-
results in lower fuel consumption. ciency.
The SB function is used during engine starting and acceleration from low When the engine is shut down the valves move to the failsafe closed position.
speed. During transients, the 9th stage bleed increases engine stall margin.
ACTUATOR 5TH STAGE 9TH STAGE
On engine start, the RACSB valve moves to a 9th stage bleed position which MODE
STROKE BUTTERFLY BUTTERFLY
unloads the HPC to improve engine acceleration.
At steady speeds above idle, at low altitudes, the RACSB valve is in the no air
position. At high altitudes, the RACSB valve bleeds 5th stage air to heat the 0% NO AIR CLOSED CLOSED
HPC bore which tightens compressor clearances and improves compressor FAILSAFE
efficiency. When the engine is shut down, the valve extends to a failsafe no air
position.
TRANSIENT
According to various parameters such as P0,N2,M0 and T3, a redundant de- 27% CLOSED FULLY OPEN
BLEED
mand schedule from the Electronic Control Unit (ECU) controls the Rotor Ac-
START BLEED
tive Clearance Control and Start Bleed (RACSB) system.
The Rotor Active Clearance Control and Start Bleed valve has integrated dual
butterfly valves controlled by the Hydro Mechanical Unit (HMU) and driven by a
single fuel powered actuator. 68,5% NO AIR CLOSED CLOSED
One butterfly valve controls the flow from the fifth stage air compressor bleed
to the High Pressure (HP) compressor bore cavity.
The other butterfly valve controls the flow of the ninth stage compressor bleed ROTOR ACTIVE
to the Low Pressure (LP) turbine cavity. 68,5 - 100% INTERMEDIATE CLOSED
CLEARANCE
Position feedback to the ECU is provided by a dual channel Linear Variable
Digital Transducer attached on the actuator.
FRA US-T kH August 03 L2 Page: 82

ENGINE A318/A319/A320/A321
AIR CFM56--5B
75--20
5TH STAGE 9TH STAGE

INLET INLET
BEARING NO. 3
COMPARTMENT
5TH 9TH
STAGE STAGE
RACSB LVDT CH A
VALVE
PCR/PC
PCR OR
PCR/PB
VALVE
HMU PCR SUPPLY DRAIN
POSITION
ELECTRICAL PORT PORT
FEEDBACK SIGNAL
ECU LVDT CH B
PRACC SUPPLY
PORT
Figure 41 RACSB System Schematic

FRA US-T kH August 03 L2 Page: 83
Engine A319 / A320 / A321
Air CFM56-5B
75-20
TRANSIENT BLEED VALVE (TBV)

The transient bleed valve (TBV) system controls the quantity of the high pres- The TBV is a butterfly valve that operates with servo fuel pressure. It has
sure compressor (HPC) 9th stage bleed air that goes into the stage 1 low pres- two positions: open or closed. It has these parts:
sure turbine (LPT) nozzles. The TBV system increases the HPC stall margin -- Actuator body
during engine start and during engine acceleration.
-- 9th stage air butterfly valve body
The TBV system has these parts:
-- Switch connector (2)
S TBV valve
-- Thermal shield
S TBV manifold.
-- Fuel manifold mount flange.
TBV — COMPONENT LOCATION S TBV manifold (7:00 position).
These transient bleed valve (TBV) system components are on the high pres- You open the two fan duct cowls and thrust reverser cowls to get access to the
sure compressor (HPC) case: TBV system components.
S Transient bleed valve (6:00 position)
TBV-Schematic
FRA US/T Kh August 03 L3 Seite: Page: 84

Engine A319 / A320 / A321
Air CFM56-5B
75-20
TRANSIENT
BLEED
VALVE
DETAIL A
Figure 42 Transient Bleed Valve

Engine A319 / A320 / A321
Air CFM56-5B/2P
75-20
DAC AIR SYSTEM

GENERAL
CFM56/2P engines are provided with a Nacelle Cooling and Transient Bleed
System (NACTB) to maintain undercowl temperatures at acceptable levels and
to perform transient bleed functions.
The transient bleed function is unchanged, relative to non--NACTB systems,
and takes priority over the nacelle cooling system.
The system consists of:
S -- An NACTB valve
S -- An NAC manifold
FRA US/T Kh August 03 L2/3 Seite: Page: 86

Engine A319 / A320 / A321
Air CFM56-5B/2P
75-20
Figure 43 DAC AIR SYSTEM

FRA US/T Kh August 03 L2/3 Seite: Page: 87
Engine A319 / A320 / A321
Air CFM56-5B/2P
75-20
NACELLE COOLING/TRANSIENT BLEED VALVE SYSTEM (NAC/TBV SYSTEM)

Purpose Components
Nacelle cooling improvements are required because of the high engine temper- The cooling system is composed of several individual and different parts:
atures generated by turbine rear frame radiation at ground idle combined with The cooling system installed around the turbine frame with plenum box, two
low undercowl cooling. cooling manifolds composed of 5 drilled tubes, 21 brackets (19 for the man-
The new nacelle cooling/transient bleed valve provides the following improve- ifolds and 2 for the box), and a series of standard parts.
ments: The identification system provided by the connector.
S The bore of the transient bleed valve is increased from 1.25 inches (31,8 The control software (FADEC) 5.D.M (refer to CFM56--5B S/B 73--060).
mm) to 1.50 inches (38,1 mm) to improve the compressor stall margin.
The bleed system essentially represented by the nacelle air cooling/tran-
S The nacelle cooling system will actively direct cooler engine air toward the sient bleed valve (NAC/TBV) for whose installation the external configura-
aft portion of the core undercowl which will reduce the turbine rear frame tion needs to be adjusted.
outer skin and nacelle component temperatures.
The electrical harnesses CJ11L and CJ12L.
S The new nacelle cooling/transient bleed valve improves the hardware produ-
cibility.

Engine A319 / A320 / A321
Air CFM56-5B/2P
75-20
Figure 44 NAC Manifold Components

Engine A319 / A320 / A321
Air CFM56-5B/2P
75-20
THE NACTB VALVE

The NACTB valve is controlled by the ECU, which sends electrical signals to
the HMU.
The HMU torque motor converts the electrical signal into hydraulic pressure to
send to the valve. The valve has a dual LVDT feedback sensor that signals the
valve’s position back to the ECU.
The valve is commanded to full NAC (Nacelle Cooling) when the engine:
S -- Is running in the Idle region (8500>N2>1500 rpm)
S -- Is on the ground
S -- Is in steady state
S -- Is in DAC mode 20/0
S -- EGT is greater than 550°C.
If the conditions for NAC are not met, the valve is commanded to the NO AIR
position.
Note that the conditions requiring transient bleed take precedence over
NAC, or NO AIR, thus the TB function is given priority.

Engine A319 / A320 / A321
Air CFM56-5B/2P
75-20
Figure 45 DAC NACTB VALVE OPERATION

For Training Purposes Only  Lufthansa German Airlines
LOW OIL OIL PRESS

A391/A320/A321
79--00
CFM56--5B
PRESS SW X-MITTER
OIL OTY
SENSOR
ANTI
SIPHON
FUEL/OIL
OIL TANK VISUAL HEAT
POPOUT
EXCH
INDICATOR
FWD AFT
SUMP SUMP
EIU SDAC
SERVO
MAG PLUG FUEL
SCREEN HEATER
ECU
TOIL
SENSOR
CLOGGING
ELEC CHIP DETECTOR
SWITCH
BYPASS BACK UP FILTER

VALVE
MAIN
FILTER
OIL TEMP
SENSOR
A
G
TGB
SCAVENGE B
PUMPS
SUPPLY
PUMP
SCAVENGE (OPTION)
SCREENS INDIVDUAL
CHIP
OIL SYSTEM
DETECTORS
LUBRICATION UNIT
ENGINE
Figure A Oil System Schematic

For Training Purposes Only  Lufthansa German Airlines
A319/A320/A321
73--00
CFM 56--5B
HMU
MAIN OIL/FUEL RACC ACTUATOR
HEAT EXCHANGER (OR TBV )

RACC/SB
OIL OIL IN
OUT LPTCC ACTUATOR
ENGINE OIL
TEMPERATURE SERVO LPTCC
ECU FUEL
FLSCU A/C FUEL HEATER
TEMPERATURE
VSV VSV ACTUATORS
MAIN
PUMP
LP VALVE MAIN
FILTER HPTCC
HPTCC ACTUATOR
HP PUMP CLOG
SWITCH BSV FUEL
SOLENOID NOZZLES
VBV MOTOR
VBV
LP PUMP
AIRCRAFT TANKS
WASH FMV
FILTER
BSV
ENG
METERING PRSOV
1
ON VALVE
OFF
A/C ISOLATION FUEL FUEL NOZZLE

SHUT OFF
VALVE FILTER
SOLENOID FLOWMETER
BYPASS
FUEL IDG OIL
VALVE
RETURN IDG COOLER
VALVE OIL FROM SERVOS
PRESSURE HOLDING
FUEL CONTROL
FRV SHUTOFF
VALVE
SIGNAL
ENGINE
Figure B Fuel System Schematic

CFM 56--5B DIFF L3
TABLE OF CONTENTS
ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . . . 1 MAIN SUPPLY AND BACKUP FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . 36
MASTER CHIP DETECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
71-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 MAGNETIC CONTAMINATION INDICATOR . . . . . . . . . . . . . . . . . . . . . 40
CFM 56 CONCEPT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 OIL FILTER DIFFERENTIAL PRESSURE SWITCH . . . . . . . . . . . . . . . 42
FADEC FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 OIL TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
ENGINE STATION DESIGNATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
SPINNER FRONT CONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
SPINNER REAR CONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 ATA 73 FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 44
FAN INLET CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 FUEL DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
FAN FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 FUEL DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
THE OUTLET GUIDE VANE (OGV) ASSEMBLY . . . . . . . . . . . . . . . . . 12 FUEL MANIFOLD MODULATING VALVE (FMMV) . . . . . . . . . . . . . . . . 48
FAN BLADE / FRONT AND REAR CONE . . . . . . . . . . . . . . . . . . . . . . . 14 FUEL MANIFOLD MODULATION VALVE MODES (FMMV) . . . . . . . . 50
FAN DISK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 FUEL FLOW SPLITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
FAN BLADES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 ENGINE FUEL AND CONTROL -- DISTRIBUTION . . . . . . . . . . . . . . . 52
FAN BLADES (CONTINUED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 FUEL MANIFOLD MODULATION VALVE MODES (FMMV) . . . . . . . . 52
COLD FAN BALANCING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 FUEL NOZZLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
HIGH PRESSURE COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 DISTRIBUTION 20/20 MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
HIGH PRESSURE TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 COOLING NOZZLE -- PILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
ENGINE GENERAL CONCEPT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 COOLING NOZZLE -- MAIN 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
COMBUSTION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 COOLING NOZZLE -- COOLING CIRCUITS . . . . . . . . . . . . . . . . . . . . . 56
TURBINE FRAME ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 DISTRIBUTION 20/10 MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
BLEED NOZZLE -- PILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
BLEED NOZZLE -- MAIN 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
ATA 79 OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 BLEED NOZZLE -- COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
79 -- 00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 DISTRIBUTION 20/0 MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
OIL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 FRONT PANEL ELECTRICAL CONNECTORS . . . . . . . . . . . . . . . . . . . 62
LUBRICATION UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 ENGINE RATING / IDENTIFICATION PLUG . . . . . . . . . . . . . . . . . . . . . 62
MAINTENANCE TASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
73--20 CONTROLLING(DAC ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
ATA 79 OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 34 FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
NORMAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
79-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
OIL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
NAC COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
LUBRICATION UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
FRA US/T-5 Jacobi Oct 2003

Page i
CFM 56--5B DIFF L3
TABLE OF CONTENTS
SIMPLEX HPTCC AND LPTCC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
ATA 75 ENGINE AIR . . . . . . . . . . . . . . . . . . . . . . . . . 72

75--00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
75--20 ENGINE COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
HIGH PRESSURE TURBINE CLEARANCE CONTROL . . . . . . . . . . . 74
HPTCC VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
HPT ACTIVE CLEARANCE CONTROL SYSTEM . . . . . . . . . . . . . . . . . 76
LOW PRESSURE TURBINE CLEARANCE CONTROL SYSTEM . . . 78
ROTOR ACTIVE CLERANCE CONTROL SYSTEM . . . . . . . . . . . . . . . 80
ROTOR ACTIVE CLERANCE CONTROL SYSTEM . . . . . . . . . . . . . . . 82
TRANSIENT BLEED VALVE (TBV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
TBV — COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
DAC AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
NACELLE COOLING/TRANSIENT BLEED VALVE SYSTEM
(NAC/TBV SYSTEM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
THE NACTB VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90

Page ii
CFM 56--5B DIFF L3
TABLE OF FIGURES
Figure 1 Engine Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Engine Air System Schematic . . . . . . . . . . . . . . . . . . . . . . 73
Figure 2 FADEC Presentation CFM 56-5B . . . . . . . . . . . . . . . . . . . . 5 Figure 37 HPTCC System Location . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 3 Aerodynamic Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 HPTACC Airflow Schematic . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 4 Engine Cross Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 LPTACC Valve Schematic . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 5 SPINNER CONES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 RACCSB Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 6 Fan Inlet Case / Fan OGV . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 RACSB System Schematic . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 7 Fan Blade Retention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 Transient Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 8 Fan Disk and Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 DAC AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 9 Fan Blade Root . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 44 NAC Manifold Components . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 10 High Pressure Compressor . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 45 DAC NACTB VALVE OPERATION . . . . . . . . . . . . . . . . . 91
Figure 11 High Pressure Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure A Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
Figure 12 CFM56--5B DAC Core Engine . . . . . . . . . . . . . . . . . . . . . 25 Figure B Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 13 Combustion Chamber . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Figure 14 Turbine Frame Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Figure 15 OIL SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . 31
Figure 16 Lubrication Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Figure 17 Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Figure 18 Lubrication Unit Interface . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 19 Master Chip Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Figure 20 Oil Contamination Pop-Out Indicator . . . . . . . . . . . . . . . . 41
Figure 21 Oil Temperature and Diff. Press. Indication . . . . . . . . . . 43
Figure 22 DAC FUEL DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . 45
Figure 23 DAC NOZZLE SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Figure 24 DAC FUEL MANIFOLD MODULATING VALVE . . . . . . . 49
Figure 25 DAC FMMV OPERATING MODES . . . . . . . . . . . . . . . . . 51
Figure 26 FUEL FLOW SPLIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Figure 27 DAC FUEL NOZZLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Figure 28 DAC PILOT + MAIN1 + MAIN2 OPERATION . . . . . . . . 57
Figure 29 DAC PILOT + MAIN 1 OPERATION . . . . . . . . . . . . . . . . 59
Figure 30 DAC PILOT OPERATIONAL MODE . . . . . . . . . . . . . . . . 61
Figure 31 FADEC Electrical Connectors . . . . . . . . . . . . . . . . . . . . . . 63
Figure 32 DAC LRU IDENT &SERIAL NR. ENTRY . . . . . . . . . . . . 65
Figure 33 ECU/DAC PARTICULARS . . . . . . . . . . . . . . . . . . . . . . . . 67
Figure 34 DAC FUEL FLOW SPLITS . . . . . . . . . . . . . . . . . . . . . . . . 69
Figure 35 Simplex HPTCC and LPTCC . . . . . . . . . . . . . . . . . . . . . . 71

Page iii

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Training Manual

Lufthansa Technical Training GmbH

Lufthansa Base Frankfurt

Lufthansa Base Hamburg

ATA 71 POWER PLANT

- L.P. System - Core Engine

FRA US/T Kh August 03 L1/L2 Page: 1

FRA US/T Kh August 03 L1/L2 Page: 2

5 ST. LP COMPRESSOR 9 STAGE HPC ANNULAR 1 ST. HPT

FAN DIAMETER 68.3“

Figure 1 Engine Layout

FRA US/T Kh August 03 L3 Page: 4

THRUST ANALOG &

T/R REVERSER Stow / Deploy Feedback

Figure 2 FADEC Presentation CFM 56-5B

FAN INLET PRESSURE HPC INLET PRESSURE LP TURBINE EXIT

FAN OGV OUTLET

FRA US-T Kh August 03 L2 Page: 6

12 N2 12 HIGH PRESSURE COMPRESSOR ROTOR SPEED SENSOR (N2)

Figure 3 Aerodynamic Stations

STAGE NUMBERING CFM56-5B

STAGES : COMPONENT : STAGE NUMBER : NOTES :

1 FAN 1 Fan air used for ACC

COMBUSTION CHAMBER 20 Fuel Nozzles,2 Ignitor Plugs

TURBINE ACTIVE CLEARANCE CONTROL

FRA US/T Kh August 03L2/3 Page: 8

5 ST. LP COMPRESSOR 9 STAGE HPC ANNULAR 1 ST. HPT

FAN DIAMETER 68.3“

Figure 4 Engine Cross Section

SPINNER FRONT CONE

SPINNER REAR CONE

FRA US/T Kh August 03 L3 Page: 10

FAN INLET CASE

THE OUTLET GUIDE VANE (OGV) ASSEMBLY

positions, to enable borescope inspection of the booster vane assemblies. One

FRA US/T Kh August 03 L3 Page: 12

FAN AFT FAN

FAN FAN MID

Figure 6 Fan Inlet Case / Fan OGV

FAN BLADE / FRONT AND REAR CONE

Spinner Rear Cone

FRA US-T Kh August 03 L3 Page: 14

Retention Lug 2ND

Spinner Front Cone

Spinner Rear Cone

Figure 7 Fan Blade Retention

FRA US/T Kh August 03 L3 Page: 16

Figure 8 Fan Disk and Blades

FAN BLADES (CONTINUED)

FRA US/TKh August 03 L3 Page: 18

Figure 9 Fan Blade Root

HIGH PRESSURE COMPRESSOR

FRA US-T Kh August 03 L3 Page: 20

4x 4th Stage Air for LPT Nozzle Guide Vane Cooling

HPC FRONT SHAFT HPC ROTOR CDP SEAL DISK

Figure 10 High Pressure Compressor

HIGH PRESSURE TURBINE

FRA US-T Kh August 03L3 Page: 22

Figure 11 High Pressure Turbine

ENGINE GENERAL CONCEPT

FRA US/T Kh August 03L2 Page: 24

Figure 12 CFM56-- 5B DAC Core Engine

the reaction temperature and residence time of combustion to minimize soot