Systems PDF Free

COURSE OUTLINE
LEAP-1A
Engine Systems
v1.3 SEP 2019

CTC- 613 – Level 3
v1.3 SEP 2019
CTC- 613 – Level 3
Course Outline LEAP-1A
FOREWORD
This CFMI publication is for Training Purposes Only. The
information is accurate at the time of compilation; however, no
update service will be furnished to maintain accuracy. For
authorized maintenance practices and specifications, consult
pertinent maintenance publications.
The information (including technical data) contained in this document is
the property of CFM International (GE and SAFRAN AIRCRAFT
ENGINES). It is disclosed in confidence, and the technical data therein
is exported under a U.S. Government license.
Therefore, none of the information may be disclosed to other than the
recipient.
In addition, the technical data therein and the direct product of those
data, may not be diverted, transferred, re-exported or disclosed in any
manner not provided for by the license without prior written approval of
both the U.S. Government and CFM International.
COPYRIGHT 2019 CFM INTERNATIONAL
For Training Purposes Only SEP 2019

CFM Proprietary Information Page 3
Engine Control Components
The engine controls are located in the aircraft cockpit (overhead panel, central pedestal) and
allow the flight crew to select the engine operation level and mode. The TCA allows the
engine thrust and command thrust reverser to be controlled.
Throttle Control Unit
The Throttle Control Unit (TCU) is part of the Throttle Control Assembly (TCA), and is located
under the cockpit central pedestal. There is one TCU per engine.
For Training Purposes Only

Fuel - General - Fuel Types
To guarantee the correct operation of the engine, you must only use approved fuels and
additives during servicing.
Fuel and Control System - General
The engine fuel and control system is located around the fan and core engine modules. It
ensures fuel distribution, engine control, and indicating in order to keep an efficient and stable
engine operation.

Fuel and Control Systems - Details
The fuel first flows through the boost circuit, then through the high pressure circuit to be finally
distributed to the combustor. A part of the flow is also used as hydraulic power to operate
valves and actuators.
Fuel Distribution - Components 1/2
Amongst the fuel distribution components the Main Fuel Pump (MFP), the Main Fuel Filter
(MFF) assembly and the 19 fuel nozzles, pressurize, clean and inject fuel in the combustion
chamber.

Main Fuel Pump - 1/2
The MFP is installed on the AGB.

The centrifugal boost stage is connected to the A/C fuel system and to the IDG oil cooler. The
high pressure gear stage is connected to the FMU and to the MFF.
Main Fuel Pump - 2/2
The centrifugal boost stage of the MFP receives fuel from the A/C and supplies pressurized
fuel to the IDG oil cooler. The high pressure gear stage receives fuel from the FMU and
supplies it to the MFF.

Main Fuel Filter & Cartridge Assembly - 1/2
The MFF is attached to the fan frame and connected to the MFP (fuel inlet), FMU and SFH
(fuel outlet). It consists of the filter housing, filter bowl, cartridge assembly and two bypass
valves.
Main Fuel Filter & Cartridge Assembly - 2/2
The high pressure fuel flow passes through the cartridge assembly and goes to the FMU.
Downstream of the cartridge assembly, a part of the fuel passes through the servo wash
screen and goes out towards the SFH and the FMU.

Fuel Nozzles
The fuel nozzles are connected to the Pilot Primary/Main and Secondary manifolds. They are
bolted to the CDN assy. They consist of valve and stem housings, fittings with inlet ports and
a nozzle tip with a mounting flange.
Fuel Nozzles - Operation
The fuel nozzles distribute and atomize fuel into the combustion chamber. They inject fuel into
the main air premixer flow via main manifold and spray fuel into the pilot air swirler flow via
pilot primary manifold.

Fuel Distribution - Components 2/2
As part of the fuel distribution components the Servo Fuel Heater (SFH), the Fuel Return
Valve (FRV) and the IDG oil cooler regulate the fuel, the IDG and engine oil temperature.
Integrated Drive Generator Oil Cooler - 1/2
The IDG oil cooler is attached to the fan frame and connected to the MFP (fuel inlet), FMU
(fuel outlet) and IDG (oil inlet and outlet).

Integrated Drive Generator Oil Cooler - 2/2
The oil-to-fuel heat transfer is done through conduction and convection within the exchanger.
The fuel flows through cold passages and the oil flows through hot passages.
Servo Fuel Heater - 1/2
The SFH is attached to the fan frame and connected to the MFF (fuel inlet), FMU and
SCU/SVA (fuel outlet), NRV (oil inlet) and SACOC (oil outlet).

Servo Fuel Heater - 2/2
The oil-to-fuel heat transfer is done through conduction and convection within the exchanger.
The fuel flows through the matrix tubes and the oil flows around the matrix tubes.
Fuel Return Valve - Interface
The FRV is attached to the fan frame and connected to the MFP (cold fuel inlet), FMU (hot
fuel inlet and servo valve outlet), A/C tank (fuel outlet), SFH (servo valve inlet), EEC units
(electrical connectors to channels A and B).

Fuel Return Valve - Operation and Functional Description
When engine oil or fuel is too hot, the EEC commands the FRV to return it to the A/C tank.
The FRV mixes the two hot and cold fuel flows then returns the mixed fuel to the A/C tank.
Control - Components 1/4
To control the engine, the EEC units receive temperature indications from dedicated
temperature sensors, engine configuration information from the rating plug and pressure
indications through the PSS box.

Electronic Engine Control - 1/2
The EEC units are attached to the fan case and connected to the aircraft through 2
connectors (J2 and J4) and to the engine systems through 5 connectors (J3, J5 J6, J7 and
J8) for power supply and data exchange.
Electronic Engine Control - 2/2
The EEC units control the operation, performance and efficiency of the engine through 7 sub-
systems: fuel, variable geometry, active clearance, FRTT, thrust reverse controls, engine
starting and ignition, engine vibration/heath monitoring.

PSS Box and Sensor - 1/2
The PSS box and sensor is attached to the fan case. It is connected to the compressor bleed,
compressor discharge, fan inlet and ambient air pressure ports. It is connected to the EEC
units for data exchange and power supply.
PSS Box and Sensor - Operation and Functional Description
The PSS box and sensor converts pneumatic pressure inputs into electrical signals sent to
the EEC units. The PSS box also transmits the engine ratings from the rating plug to the EEC
units.

Rating Plug
The rating plug is connected to the Pressure Sub-system (PSS) box and attached to a
bracket with a safety cable. It contains engine configuration, defined by fuse links and push-
pull switches. The configuration is decoded by EEC units for engine control purpose at power-
up initialization.
Engine Wiring Harnesses
The nine engine wiring harnesses connect together the EEC units, FMU, SCU/SVA, valves
and actuators, engine pressure, temperature and speed sensors, PMA, ignition exciters,
engine fuel flow sensor and A/C harnesses.

Fuel Temperature Transducer
The fuel temperature transducer measures the main fuel temperature at the SCU/SVA inlet.
The temperature dilates the sensing material. Two independent signals are sent to the EEC
channels A and B. It is a dual-channel RTD.
The FMU meters the fuel flow. The SCU/SVA delivers the metered fuel to the fuel nozzles and
to servo valves and actuators. The PMA supplies dedicated electrical power to the EEC units

Fuel Metering Unit - 1/2
The FMU is attached to the fan frame and connected to the IDG oil cooler (low pressure fuel
inlet), MFF (main fuel inlet), SFH (heated servo fuel inlet), MHX (jet pump outlet), FFT
(metered fuel flow outlet) and EEC (to channels A and B).
Fuel Metering Unit - 2/2
The FMU converts EEC electrical signals to hydraulic flows via EHSV. In the FMU, low and
high pressure inlet flows go to a jet pump. Main inlet flow first passes through the bypass
valve, FMV and HPSOV to exit as a metered flow.

Split Control Unit - 1/2
The SCU is attached to the HPC and connected to the fuel flow transmitter (main metered
flow inlet), SFH (heated servo inlet), FMU (boost inlet), fuel nozzles (Psec, PPMe, PPMne
outlets), EEC units (channels A and B) and 10 external actuators.
Split Control Unit - 2/2
The SCU/SVA modulates the fuel flow to the fuel nozzles through the PMV. A LVDT provides
the PMV position feedback to both EEC units. The SCU/SVA also has seven servo valves
that pilot external fuel actuated components.

Permanent Magnet Alternator - 1/2
The static part of the PMA is bolted to the AGB and the rotating part is connected by a
cantilevered drive shaft. The PMA is connected to the EEC through 2 electrical connectors
(channels A, B).
Permanent Magnet Alternator - 2/2
When the engine speed is 8% N2 and above, the PMA provides electrical power for the
FADEC system. During normal alternator operation, A/C 28VDC and PMA power shall switch
automatically.

The EEC units receive air temperatures from: T12 for fan inlet air, T25 for HPC inlet air.
T12 Sensor
The T12 sensor measures the total air temperature at the engine inlet. The temperature
dilates sensing material, modifying its resistance. The T12 sensor sends 2 independent
signals to EEC channels A and B.

T25 Sensor
The T25 sensor measures the total gas temperature at the inlet of the HPC. The temperature
dilates the sensing material, modifying its resistance. The T25 sensor sends 2 independent
signals to EEC channels A and B.
The EEC units receive air temperature of the HPC outlet air from the T3 sensor. Fuel
pressure for combustion control is measured by the fuel manifold pressure sensor.

T3 Sensor
The T3 sensor measures the temperature of the compressor discharge airflow. The variation
between cold and hot sides of the sensing element generates a signal. The T3 sensor sends
2 independent signals to EEC channels A and B.
Fuel Manifold Pressure Transducer
The fuel manifold pressure transducer measures the pilot enriched manifold pressure. The
pressure distorts the sensing material, modifying its resistance. The fuel manifold pressure
transducer sends 2 independent signals to the EEC units.

Fuel Indicating - Components
For flight deck indicating purposes, the fuel flow transmitter provides the EEC units with fuel
flow mass used for combustion. Both fuel delta pressure sensors detect fuel filter impending
bypass for monitoring.
Fuel Filter Differential Pressure Transducer - 1/2
The fuel dP transducer is attached to the MFF and immersed in the fuel flow. It is a dual-
channel strain gage type component that consists of a body with a mounting flange, a
pressure sensor and an electrical connector.

Fuel Filter Differential Pressure Transducer - 2/2
The fuel Filter dP transducer senses the pressure drop across the fuel filter element.The
signal is sent through 2 outputs to the EEC units (channels A and B).
Fuel Flow Transmitter - 1/2
The fuel flow transmitter is attached to the forward compressor stator assembly and
connected to the FMU (fuel inlet), SCU/SVA (fuel outlet) and EEC units.

Fuel Flow Transmitter - 2/2
The fuel flow transmitter monitors the fuel flow mass rate and transmits it to the EEC units.
The fuel flow spins a transmitter rotor which imparts force on a turbine. Energized coils
provide rotor frequency and turbine angular movement signals.
FMU Differential Pressure Transducer - 1/2
The FMU dP transducer interfaces are: sensor immersed in fuel flow, EEC units, FMU.
The FMU dP transducer consists of a body with a mounting flange, a pressure sensor and an
electrical connector.

FMU Differential Pressure Transducer - 2/2
The FMU dP transducer senses the pressure drop across the fuel strainer. The signal is sent
through 2 outputs to the EEC units (channels A and B).
Ignition System
The ignition system provides electrical power to the engine exciters. The igniters produce
sparks within the combustion chamber to ignite the air/fuel mixture.

Ignition Power Supply Components
Mounted inside a cooling box, in the 6 o'clock position on the HPC case, the two exciters
provide high voltage pulses to igniters through ignition leads.
Ignition Exciter - 1/2
The ignition exciters are attached to the exciter boxes and connected to the 115V AC aircraft
or battery source (power input) and ignition lead (output). The VBV duct cooling air flows
through the air rubber manifold into the exciter box shroud.

Ignition Exciter - 2/2
The ignition exciters transform, rectify, and store the energy in a capacitor.
Aircraft 115 VAC power is converted to 28 VDC by the exciters. This stored electrical energy
is then discharged from the exciters to the igniters.
Ignition Distribution Components
Two igniters, located in the 6 and 7 o'clock positions, receive high voltage from the two
ignition leads and produce sparks within the combustion chamber to ignite the air/fuel mixture.

Ignition Leads
The high voltage and low energy electrical pulse is delivered from the ignition exciter to the
igniter via the ignition lead when the ignition system operates. The ignition leads are cooled
by the passive engine CCC system.
Igniters
When the ignition system is operating, the igniters receive electrical pulses from the ignition
exciters through the ignition leads. The igniter electrode uses this electrical pulse to produce a
spark in the engine combustion chamber.

Starting Components
The PAS (on the FWD side of the AGB) rotates the core engine (starting sequence or
maintenance action). The magnetic plug is used for maintenance inspection. At the front of
the PAS, the SAV controls the supplied airflow.
Pneumatic Starter and Valve System - 1/2
The pneumatic starter and valve system interfaces are the pylon via the starter air duct, the
PAS air inlet, the EEC units (channels A, B), the starter air duct, the PAS by V-bands clamps
and the AGB through a splined output shaft.

Pneumatic Starter and Valve System - 2/2
The SAV regulates the air supply to the PAS. Its pressure transducer transmits the closed
position indication to the EEC units (channels A, B). The PAS axial turbine is supplied by
pressurized air from the SAV. It transforms the air power into torque.
Pneumatic Air Starter Magnetic Plug
The PAS magnetic plug captures the metallic particles in suspension in the PAS oil circuit. It
is a bayonet-type design plug, equipped with packings to prevent oil leakage.

Air System
The engine air system consist of three sub-systems: engine anti-icing, cooling/clearance
control and compressor control. These systems are located around the core engine and the
fan section.
SB/BAI Valve - General
The SB/BAI valve is a two-function single valve. It provides air from HPC for de-icing and
releases air from HPC during starting.

SB/BAI Valve - Details - 1/2
The SB/BAI valve air interfaces are the HPC stage 7 and the BAI tube. Its fuel interface is the
SCU/SVA. It is connected to the EEC for electrical interface. It is attached with bolts and
coupling clamps.
SB/BAI Valve - Details - 2/2
The EEC commands the SB/BAI valve via the SCU/SVA. The SB/BAI valve sends the HPC
stage 7 air to the booster flow splitter or to the ambient air. The position of the SB/BAI valve is
given to the EEC by the RVDT.

Cooling - HPTACC & LPTACC Valves
Located in the 9 o'clock position, the HPTACC and the LPTACC valves regulate the airflow to
minimize the clearances between the shrouds and the rotor blades.
Cooling - HPTACC Valve - Interface
The HPTACC valve sends air from the ACC inlet louver to the HPTACC air manifold. Its fuel
interface is the SCU/SVA. It is connected to the EEC for electrical interface. It is attached with
brackets and coupling clamps.

Cooling - LPTACC Valve - Interface
The LPTACC valve sends air from the ACC inlet louver to the manifold cooling assembly. Its
fuel interface is the SCU/SVA. It is connected to the EEC for electrical interface. It is attached
with brackets and coupling clamps.
Cooling - LPTACC & HPTACC Valves - Details
The HPTACC and LPTACC systems operate in flight and on the ground. The air enters the
systems via a 10 o'clock rectangular cut in the engine kit central shroud. The EEC performs
fault monitoring of the HPTACC and LPTACC valves.

Cooling - MTC system - General
Two MTC actuators, located on the Combustor Diffuser Nozzle (CDN) case at 3 and 9
o'clock, allow CDP air to flow to HPT stage 1 for internal cooling of the HPT blades.
Cooling - MTC Actuators (Left Shown)
A LVDT is part of the MTC actuator and is used to convert the mechanical position of the
actuator to an electrical position signal sent to the EEC units.

Cooling - MTC Valves (Left Shown)
The MTC valves are bolted to the outside of the Combustor Diffuser Nozzle (CDN) case.
Cooling - MTC System - Operation
At low power operations (cruise, descent, and ground operations), the MTC system reduces
the HPT stage 1 cooling flow.

Cooling - EEC Cooling Blower - General
The EEC cooling blowers provide cooling air when the aircraft speed is low, the aircraft is on
ground or the temperature of the internal EEC units is above a limit.
Cooling - EEC Cooling Blower - Details - 1/2
The EEC cooling blowers are installed in parallel. They consist of a housing, a fan that
includes a front and rear impeller, an electric motor, an electronic control and speed
monitoring system and a check valve.

Cooling - EEC Cooling Blower - Details - 2/2
The EEC cooling blowers are operated when the aircraft speed is under Mach 0.1 and the
EEC units temperature is above 90 °C (194 °F).
Compressor Control - VBV System - General
The VBV system provides an increased booster surge margin, during engine steady state and
transient operations.

Compressor Control - VBV Actuators - General
The VBV actuators are operated on a continuous basis.
Compressor Control - VBV System - Details
The VBV actuators are connected to the VBV doors via the turnbuckles, the VBV actuating
ring and the VBV bellcranks.

Compressor Control - VBV Actuator - Details
The VBV actuator consists of the actuator body, the fuel manifold, the piston rod and the
LVDT.
Compressor Control - VBV System - Operation
Each VBV actuator operates one door, the actuating ring transmits the mechanical command
to the other six doors. The EEC active channel can switch the VBV system to a fail-safe
position which opens the VBV doors

Compressor Control - VSV System - General
The components of the VSV system are: two VSV actuators, two VSV bell crank assemblies,
the IGV rings and the VSV stage 1 to 4 rings.
Compressor Control - VSV Actuators - General
The VSV actuators are located on the HPC case. They provide the force to position the IGVs
and the stage 1 to 4 HPC VSVs.

Compressor Control - VSV System - Details
The VSV actuators are connected to the IGVs and VSVs via two VSV bellcrank assemblies,
bridge connectors, five actuation rings and IGV/VSV lever arms.
Compressor Control - VSV Actuators - Details
The VSV actuator consists of the actuator body, the fuel manifold, the piston rod and the
LVDT.

Compressor Control - VSV System - Operation
The two VSV actuators operate in pairs to adjust the angle of the IGVs and the four VSV
stages.
Compressor Control - TBV System - General
The TBV system is installed on the CDN and the LPT case.

Compressor Control - TBV
The TBV consists of the butterfly valve, the actuator and the LVDT.
Compressor Control - TBV System - Operation
The EEC units command the TBV via the SCU/SVA according to core speed (N2).

Fan Compartment Overheat Components
The fan compartment overheat sensors send a signal to the EEC units to monitor the
temperature in the fan zone for major duct leak or a duct break detection.
Engine Indicating
The engine indicating system transmits engine parameters to the EEC units. It consists of 3
sub-systems: power indicating, temperature indicating and analyzers.

Power Indicating - N1 and N2 Sensors
For engine control and cockpit indication, two sensors measure the rotor speeds for the EEC
units: the N1 sensor measures the Low Pressure (LP) rotor speed and the N2 sensor
measures the High Pressure (HP) rotor speed.
Power Indicating - N1 Sensor
A phonic wheel located at the rear of bearing No. 2 turns just below the N1 sensor.
N1 sensor generates an AC voltage that is directly proportional to the fan speed and sends it
to EEC units channel A and channel B.

Power Indicating - N2 Sensor
A phonic wheel located on one of the transfer gearbox shafts turns in front of N2 sensor.
N2 sensor generates an AC voltage that is directly proportional to the high pressure rotor
speed and sends it to EEC channel A and channel B.
Temperature Indicating - EGT and CCT Sensors
Around the TCF, 8 EGT sensors send Exhaust Gas Temperature signals to both EEC units
through 2 EGT harnesses. The CCT sensor, located in the 2 o'clock position on the HPC
case, transmits the core compartment temperature.

Temperature Indicating - EGT Sensors
The thermocouple probe of each EGT sensor generates a voltage in relation with the
temperature of the exhaust gas flow.
Temperature Indicating - EGT Harnesses
The EGT harnesses carry the voltage of each EGT sensor independently to the EEC units
through four independent pairs of conductors.

Temperature Indicating - CCT
The thermocouple probe of the CCT sensor generates a voltage in relation with the
temperature of the core compartment air. Then, the voltage is carried to EEC channel A.
Analyzers - Vibration Sensors
The No.1 bearing accelerometer is located on the bearing housing support and the TCF
accelerometer is located on the core engine. Both transmit a signal to the EEC units that are
used to indicate the engine vibration condition.

Turbine Center Frame Accelerometer
The TCF accelerometer converts the vibration accelerations sensed in its sensitive axis
(engine radial axis) into a proportional electrical signal.
This signal is sent to EEC channel A.
Oil system - Oil Types
To guarantee the correct operation of the engine, you must use only approved oils during
servicing.

Oil System - General
The oil system provides oil lubrication to the engine bearings and gears of the AGB, TGB and
IGB. The oil system consists of 3 sub-systems: storage, distribution, indicating.
Oil System - Details
The oil distribution system is composed of 3 different circuits : a supply, a scavenge and a
vent.

Oil Storage Component - Oil Tank
The oil tank is installed on the right-hand side of the fan frame at the 4 o'clock position. It
stores the engine oil.
Oil Tank - 1/2
The oil tank is connected to the vent line, the oil lubrication unit and the oil scavenge line. It
consists of a tank with a service panel.

Oil Tank - 2/2
The oil tank stores the oil and provides it to the lubrication system.
Oil Distribution - Components 1/3
The oil distribution includes lubrication unit wich pressurizes, filters and delivers engine oil,
the NRV wich prevents oil draining from the MHX and the eductor valve which controls engine
FWD sump pressurization.

The lubrication unit includes an oil filter cartridge and two scavenge screen plugs with their
magnetic bars, which block debris or contaminants from engine oil and allow to determine
which sump the particles come from.
Oil Lubrication Unit - 1/2
The oil lubrication is connected to the supply line, to the five oil lines (TGB, AGB and three
engine sumps) and two to the oil tank.

Scavenge Screen Plugs and Magnetic Bars
The scavenge screen plugs consist of a double stage or triple stage strainer and a magnetic
bar. The magnetic bar catches metallic particles in suspension in the scavenge oil.
Oil Filter Cartridge
The oil filter cartridge is immersed in the oil flow downstream of the supply pumps and in the
oil lubrication unit housing. It filters particles with a size up to 15 micrometer.

Oil Lubrication Unit - 2/2
The oil lubrication unit pressurizes through the supply pump, filters through the oil supply
filter, delivers oil to the engine sumps, the AGB and TGB for gear and bearing lubrication and
cooling. It is supplied with oil from the oil tank via the ALV.
Non Return Valve - 1/2
The NRV inlet is connected to the oil lubrication unit, its outlet to the SFH, both via the oil
supply line. Its housing is bolted to the oil supply line. The NRV consists of a housing, a valve
and a spring.

Non Return Valve - 2/2
When there is oil pressure in the oil supply line, the NRV opens and oil from the oil lubrication
unit flows to the SFH. When there is no oil pressure, the NRV closes, preventing the
downstream oil from being siphoned into the AGB at engine shutdown.
Eductor Valve - 1/2
The eductor valve is an inlet pressure controlling valve. It consists of a piston with a poppet, a
pilot valve, an evacuation bellow, a visual position indicator, a housing with inlet and outlet
fittings and 3 mounting lugs.

Eductor Valve - 2/2
The eductor valve controls the DP of sump A seals in order to prevent oil leakage. At low
engine speed, the eductor valve opens, forces ventilation, decreases sump pressure inside.
At high pressure the DP is high, the eductor valve is closed.
The MHX uses cold low pressure fuel to cool the engine supply oil. The SACOC uses the
secondary airflow to cool the engine oil. The MHX and SACOC cool half of the oil flow.
SACOCs operate in parallel.

Main Heat Exchanger - 1/2
The MHX oil interfaces are: the SACOC, the sumps and the AGB/TGB. The fuel interfaces
are: the FMU, the MFP, the OPV. The mechanical interfaces are the oil and low pressure
tubes and the fan frame (bolts and nuts) connection to the MHX.
Main Heat Exchanger - 2/2
The oil-to-fuel heat transfer is done through conduction and convection within the MHX. The
oil comes from the SACOC and feeds the sumps and AGB/TGB. The fuel comes from the
FMU. The OPV pressurizes the oil to feed the engine oil dampers.

Engine Surface Air Cooling Oil Cooler - 1/2
Each SACOC oil inlet is connected to the SFH. Each SACOC oil outlet is connected to the
MHX. Each SACOC panel is attached to the fan frame with one hard mounted block and six
sliding mount assemblies.
Engine Surface Air Cooling Oil Cooler - 2/2
The two segments of the SACOC operate in parallel. The SACOC thermal valve of each
segment is the main component of control system. It is opened in cold oil conditions (starting
engine) and closed in normal operation.

Oil Level Sensor
The Oil Level Sensor is located at the top of the oil tank. It measures the quantity of oil in the
oil tank and transmits the information to EEC Channel A for display on the flight deck
indication.
Oil Level Sensor - Details
The OLS magnetic float indicates the oil level on the electronic board. Depending of its
position, the reed switches close and connect one of the resistors. The resistance value is
transmitted to the EEC unit.

OPT and OFDP Sensors
The OPT sensor transmits the engine oil temperature and pressure to the EEC units. The
OFDP sensor measures the differential pressure between the inlet and outlet of the oil filter.
Oil Pressure And Temperature Sensor
The OPT sensor transmits two independent signals for temperature and pressure
measurements to the EEC units. The temperature modifies the resistance of its sensing
elements. Its dual pressure measurement system transmit the delta pressure.

Oil Filter Delta Pressure Sensor
The strain gauge of the dual pressure sensing unit senses both inlet pressure and outlet
pressure to and from the oil filter acting on a membrane and provides a proportional voltage
to the EEC units for flight deck indication.
Oil Debris Monitoring System
The air/oil separator removes air from the scavenge oil as it returns to the tank. Metallic
particles are separated within the air/oil separator and sent to the ODM sensor which sends
an electrical pulse signal to the ODM unit.

Air Oil Separator - 1/2
The air/oil separator is mounted on the top of the oil tank, is connected to the oil scavenge
line, to the AGB, to the vent line, to the ODM sensor. Its oil outlet is connected to the oil tank.
Air Oil Separator - 2/2
The air and oil coming from the scavenge line of the oil lubrication unit are separated within
the air/oil separator. The air is guided towards the AGB. The oil goes to the oil tank. The
potential magnetic particles are centrifugated inside the air/oil separator.

Oil Debris Monitoring Sensor
The metallic particles directed by the air/oil separator are caught by the ODM sensor
magnetic sensing element. Its magnetic elements generate an output pulse proportional to
the particle mass.
Oil Debris Monitoring Harness
The ODM harness receives a pulse from the ODM sensor and transmits it to the ODM unit. It
consists of a connector for the output and a cable.

Oil Debris Monitoring Unit
The ODM sensor sends the ODM unit a pulse proportional to the metallic particle mass.
The pulse is processed by the ODM unit and compared to a pre-determined threshold.
Engine Low Oil Pressure Switch And Harness
The engine low oil pressure switch is located on the fan case at 9 o'clock, above the AGB. It
indicates to the flight deck a low pressure level in the AGB oil supply line.

CFMI Customer Training Center CFMI Customer Training Services
Safran Aircraft Engines GE Aircraft Engines Customer
Site de Melun-Montereau, Technical Education Center
Aérodrome de Villaroche 123 Merchant Street
Chemin de Viercy, B.P. 1936, Mail Drop Y2
77019 - Melun Cedex Cincinnati, Ohio 45246
France USA
CFMAESSA Aero Engine Maintenance

Plot#4, Training Center
GHIAL Aerospace & Industrial Park Civil Aviation Flight University of
Rajiv Gandhi Int’l Airport China
Shamshabad Guanghan,
Hyderabad Sichuan Province, 618307
500409 Telangana State China
India

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COURSE OUTLINE

v1.3 SEP 2019

For Training Purposes Only SEP 2019

Engine Control Components

Throttle Control Unit

For Training Purposes Only

Fuel - General - Fuel Types

Fuel and Control System - General

For Training Purposes Only

Fuel and Control Systems - Details

Fuel Distribution - Components 1/2

For Training Purposes Only

Main Fuel Pump - 1/2

The MFP is installed on the AGB.

Main Fuel Pump - 2/2

For Training Purposes Only

Main Fuel Filter & Cartridge Assembly - 1/2

Main Fuel Filter & Cartridge Assembly - 2/2

For Training Purposes Only

Fuel Nozzles - Operation

For Training Purposes Only

Fuel Distribution - Components 2/2

Integrated Drive Generator Oil Cooler - 1/2

For Training Purposes Only

Integrated Drive Generator Oil Cooler - 2/2

Servo Fuel Heater - 1/2

For Training Purposes Only

Servo Fuel Heater - 2/2

Fuel Return Valve - Interface

For Training Purposes Only

Fuel Return Valve - Operation and Functional Description

Control - Components 1/4

For Training Purposes Only

Electronic Engine Control - 1/2

Electronic Engine Control - 2/2

For Training Purposes Only

PSS Box and Sensor - 1/2

PSS Box and Sensor - Operation and Functional Description

For Training Purposes Only

Engine Wiring Harnesses

For Training Purposes Only

Fuel Temperature Transducer

Control - Components 2/4

For Training Purposes Only

Fuel Metering Unit - 1/2

Fuel Metering Unit - 2/2

For Training Purposes Only

Split Control Unit - 1/2

Split Control Unit - 2/2

For Training Purposes Only

Permanent Magnet Alternator - 1/2

Permanent Magnet Alternator - 2/2

For Training Purposes Only

Control - Components 3/4

For Training Purposes Only

Control - Components 4/4

For Training Purposes Only

Fuel Manifold Pressure Transducer

For Training Purposes Only

Fuel Indicating - Components

Fuel Filter Differential Pressure Transducer - 1/2

For Training Purposes Only

Fuel Filter Differential Pressure Transducer - 2/2