TRAINING MANUAL

Airbus A320 Family

B1 & B2

ATA 71 - 80 Power Plant

(CFM56-5A/B)

This Document must be used for Training Purposes only

Under no circumstances should this document used as a reference
It will not be updated
BOSTONAIR Technical Training Manual
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ATA 71 POWER PLANT

71−00 GENERAL - LP SYSTEM

- ACCESSORY DRIVE SYSTEM
CFM56 CONCEPT - CONTROL & ACCESSORIES
The CFM56 turbofan engine family is a product of - ENGINE INSTALLATION
Commercial Fan Motor International (CFMI). - THRUST REVERSER
CFMI is a company jointly owned by General Electric of the USA and
Societe Nationale d‘Etude et de Construction de Moteurs d‘Aviation (SNECMA)
of France.

- CORE ENGINE
- FUEL SYSTEM DESIGN
- ECU & HMU

MARKETING
FOR TRAINING PURPOSES ONLY!

PROGRAM
MANAGEMENT
international
PRODUCT
SUPPORT

CFM56 Concept

Maintenance
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CFM 56-5A TURBOFAN ENGINE INTRODUCTION

GENERAL
The CFM56−5A is the powerplant which powered Airbus’ entry into the
single aisle market − the A320. Entering service in 1988, more than 1,100
engines are in service with more than 40 million flight hours. The −5A maintains
dispatch reliability above 99.9% according to vendor data.
HISTORY OF THE CFM56−5A TURBOFAN ENGINE
Specifically designed to power the short to medium range Airbus A320, the
22,000 to 26,500 pound thrust CFM56−5A is a cost effective, advanced
derivative engine of the CFM56−2 and CFM56−3 families. Respectively rated
at 22,000 and 23,500 pounds of thrust, the CFM56−5A is perfectly optimized
for the shortened Airbus A319. Benefitting from the experience of the
CFM56−3, which had accumulated over nine million flight hours at the
CFM56−5A’s entry into service, the CFM56−5A is characterized by enhanced
efficiency of all components and an improved thermodynamic cycle.
Equipped with a 3D aerodynamic fan design and a Full Authority Digital
Electronic Control (FADEC) that efficiently unifies aircraft and engine systems,
the CFM56−5A specific fuel consumption is 10 − 11 percent lower compared to
its predecessors, resulting in a 15−17 percent fuel burn advantage for a typical
A320 mission. In addition to its large noise and emissions margins versus FAA
and Environmental Protection Agency (EPA) requirements, the CFM56−5A
demonstrates an impressive dispatch reliability rate: less than one delay or
cancellation per 1,600 aircraft departures due to engine causes for the
A320/CFM56−5A association.
FOR TRAINING PURPOSES ONLY!

CFM56−5A Engine

Maintenance
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Family Models CFM CFM CFM CFM CFM CFM CFM CFM CFM
56-5A1 56-5A3 56-5A4 56-5A5 56-5B1 56-5B2 56-5B4 56-5B5 56-5B6
AIRCRAFT TYPE A320 A320 A319 A319 A321 A321 A320 A319 A319
THRUST 25000 lb 26500 lb 22000 lb 23500 lb 30000 lb 31000 lb 27000 lb 22000 lb 23500 lb
FLAT RATED TEMPERA- 30°/86° 30°/86° 30°/86° 30°/86° 30°/86° 30°/86° 45°/113° 45°/113° 45°/113°
TURE ( DEG C / DEG F )
BYPASS RATIO 6:1 6:1 6.2 :1 6.2 : 1 5.5 : 1 5.5 : 1 5.7 : 1 6:1 5.9 : 1
MASS FLOW 852lb/sec 876lb/sec 816lb/sec 842lb/sec 943lb/sec 956lb/sec 897lb/sec 818lb/sec 844lb/sec
OVERALL PRESS. RATIO 31.3 31.3 31.3 31.3 35.5 35.5 32.6 32.6 32.6
EGT ( DEG C ) 890°/915° 915° 890°/915° 890°/915° 950° 950° 950° 950° 950°
N1 ( RPM ) 5100 5100 5100 5100 5200 5200 5200 5200 5200
N2 ( RPM ) 15183 15183 15183 15183 15183 15183 15183 15183 15183
ENGINE CHARACTERISTICS
Family Models CFM CFM CFM CFM CFM CFM CFM CFM CFM
56-5A1 56-5A3 56-5A4 56-5A5 56-5B1 56-5B2 56-5B4 56-5B5 56-5B6
LENGTH ( INCH ) 95,4 95,4 95,4 95,4 102,4 102,4 102,4 102,4 102,4
FAN DIAMETER ( INCH ) 68,3 68,3 68,3 68,3 68,3 68,3 68,3 68,3 68,3
BASIC DRY WEIGHT ( lb ) 4995 4995 4995 4995 5250 5250 5250 5250 5250
FOR TRAINING PURPOSES ONLY!

FAN / LP / HP STAGE 1+3+9 1+3+9 1+3+9 1+3+9 1+4+9 1+4+9 1+4+9 1+4+9 1+4+9
NUMBERS
HP / LP TURBINE STAGE 1+4 1+4 1+4 1+4 1+4 1+4 1+4 1+4 1+4
NUMBERS

Maintenance
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CFM56-5A1 ENGINE DATA

Take OFF Thrust (Sea Level Static) Time Limit 5 min: 25000 lbs = 11120 daN
Flat Rated Ambient Temperature 86 = 30C
Max Continous (Sea Level Static) 23700 lbs = 10500 daN
Flat Rated Ambient Temperaturen 77F = 25C
Airflow (Take off) 852 lbs/sec = 426 kg/sec
Bypass Ratio 6:1
Compressor Pressure Ratio (overall,Take Off, SLS) 26,5 : 1
Fan Pressure Ratio (Take Off, SLS) 1,55 : 1
Fan Thrust / Core Thrust (At Take Off) 80% / 20%
Turbine Inlet Temperature (T41) (Take Off Hot Day) 2311F = 1265C
EGT (T49,5) RED LINE 890C
MAX CONTINOUS 855C
ENG. START 725C
N1 & N2 Direction of Rotation Clockwise (aft looking forward)
N1 Design Speed 100% 5000 min -1
N1 MAX. 102% 5100 min -1
N2 Design Speed 100% 14460 min -1
N2 MAX. 105% 15183 min -1
TSFC (Thrust Specific Fuel Consumption):
- Take Off 0,343 lbs/lbs x h
-MAX. Contious 0,339 lbs/lbs x h
- 75% 0,326 lbs/lbs x h
TSFC (MACH 0,8) 0,596 lbs/lbs x h
FOR TRAINING PURPOSES ONLY!

Altitude 35000 ft, Std. Day

Engine Weight 4734 lbs = 2150 Kg

Maintenance
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DIFFERENCES CFM 56-5A1/5A5

CFM56−5A5 Dual Thrust Rating
The CFM56−5A5 engine is prepared for Dual Thrust Rating
 Basic rating is 23500 lbs with FLEX rating to maximum climb thrust
 Alternate rating is 22000 lbs, no FLEX rating
The selection of the thrust rating can be done via MCDU. THRUST
The letter ”D” near to the N1 indication on the EWD indicates, that the alternate
rating is selected (as soon as the ECU is powered). ( lb )

Engine Commonality
MAX. TAKE OFF 25000 lbs
After the embodiment of some CFMI service bulletins, a upgrading of the 25000
CFM56−5A1 (A320 standard) to the CFM56−5A5 (A319 standard) is possible. MAX. CONTINUOUS 23700 lbs
See also ” ECU Intermix”.
20000
THRUST

15000
N1

10000 EGT

5000 30 AMBIENT TEMP. ( C )

SEA LEVEL STATIC ( 1013 hPa )
FOR TRAINING PURPOSES ONLY!

-10 0 10 20 30 40
AMBIENT TEMP. ( C )

Flat Rated Thrust

Maintenance
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CFM56-5
Maintenance
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CONTROLLING - INTRODUCTION
General Power Supply
The Full Authority Digital Engine Control system (FADEC) controls the engine The FADEC system is self−powered by a dedicated permanent magnet
and provides full range control to achieve steady state and transient alternator (PMA) when N2 is above 15%, and is powered by the aircraft
performance when operated in combination with aircraft subsystems. for starting, as a backup and for testing with engine not running.
Thus the FADEC serves as an interface between the aircraft and the engine
control and monitoring components.
The FADEC system of each engine consists of a dual channel Electronic
Control Unit (ECU), with its associated peripherals. It is located on the engine
fan case at 4:00 o’clock position.
Full Authority Digital Engine Control
The FADEC system consists of a dual channel Engine Electronic Control Unit
and the peripherals that follow:
 Hydromechanical Unit (HMU)
 Dedicated ECU Alternator (PMA)
 VSV and VBV, HPTACC, LPTACC,
 Start System
 T/R System
 Oil/Fuel Temperature Control
 Engine Sensors
 Electrical Harness
 ECU Cooling
Engine/Aircraft Integration
FOR TRAINING PURPOSES ONLY!

Engine/Aircraft integration includes:

 Thrust reverser control
 Auto Thrust
 Automatic and manual starting
 Engine indication
 Engine maintenance data
 Condition monitoring data

Maintenance
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FMV FUEL
P0 T12 PS12 T25 T3 PS3 T49.5 FEED FLOW
(EGT) BACK

T-CASE
N1 N2 TEO

IGN B
THRUST IGN A
LEVER
ANALOG &
28 VDC DISCRETE
115 V SIGNALS
400 Hz Ignition
ARINC POWER SUPPLY > 15% N2 A B THRUST
Boxes
DATA REVERSER
BUSES

ÇÇ
TRUST CONTROL
UNIT ECU ALTERNATOR CFM 56-5A

EIU
ÇÇ
RESOLVER

IGNITORS

HYDRAULIC
FUEL PRESS PRESS

FUEL FLOW

FEEDBACK

FEEDBACK

FEEDBACK

FEEDBACK

FEEDBACK

FEEDBACK
TO
HMU BURNERS
FOR TRAINING PURPOSES ONLY!

FEEDBACK
ECU
( CH: A & B )
FEEDBACK
Return Fuel HCU

PRESS SW FEEDBACK
to AC Tank
FUEL
RETURN
VALVE

FOR ENGINE TREND MONITORING T/R REVERSER Stow / Deploy Feedback

Ps13 P25 T5 T/R REVERSER Stow / Deploy Command

Figure 4 FADEC Presentation

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ENGINE CONTROLS - GENERAL DESCRIPTION

General Engine Fire
The engines controls are located on the overhead panel and the pedestal. When the Engine Fire Pushbutton is released out, the Low Pressure Fuel Shut
Off Valve is closed and the aircraft electrical power supply to the FADEC
Thrust Levers system is interrupted.
There are two thrust levers, they are used as conventional throttles and as
thrust rating limit selectors. Each thrust lever is fitted with a thrust reverser Engine Anti Ice
control lever. Two autothrust instinctive disconnect pushbuttons are provided For each Engine, the hot bleed air is ducted via an ON/OFF valve which is
on the throttle control levers controlled from the cockpit. The valve is pneumatically operated, electrically
controlled and spring loaded open. In case of loss of electrical power supply,
Engine Master Switches the valve will open. There is only a blue/amber light at the pushbutton and a
Two Engine Master Switches with two positions, ON or OFF, are provided to message on the ECAM MEMO display.
open or close the High Pressure (HP) fuel valve and command and reset the
FADEC functions. The red indicator light is activated in case of FIRE and the
amber indicator light is activated in case of aborted start.
Engine Start
The rotary selector initiates either an IGN/START sequence or a CRANK
sequence. After the start or crank sequence, the selector is set back to the
NORM position.

Engine Manual Start

The Engine Manual Start Panel Pushbuttons are provided to open the start
valves during an engine manual start or cranking sequence.

FADEC Ground Power

The FADEC is normally supplied with power by a dedicated generator driven
by the gearbox. When the engine is not running, the FADEC can be powered
FOR TRAINING PURPOSES ONLY!

from the aircraft network by using the FADEC Ground Power Pushbutton.

Maintenance
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FAULT FAULT
ON ON

DISCH DISCH DISCH DISCH

DISCH
FOR TRAINING PURPOSES ONLY!

Engine Controls Overview

Maintenance
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ENGINE INDICATING - GENERAL DESCRIPTION

INTRODUCTION
The engine power management is effected by means of the:
 ECAM System (Upper and Lower Display Unit)
 Warning and Caution Systems
The engine is equipped with sensors for monitoring and indication purposes on
the flight deck ECAM display units like:
− Temperature (e.g. oil & nacelle),
− Pressure (e.g. oil & starter air duct pressure),
− Speed,
− Vibration,
− Fuel Flow.
lt also has switches that provide indication for
− Oil/Fuel Filter Clogging,
− Starter Air Valve and T/R position.
Depending on the data transmitted, messages are generated on the following
devices :
− Upper ECAM: Engine Warning Display (EWD),
− Lower ECAM: Systems Display (SD),
− Master Caution or Master Warning,
− Aural Warnings.
These messages are used to run the engine under normal conditions
throughout the operating range, or to provide warning messages to the crew
FOR TRAINING PURPOSES ONLY!

and maintenance personnel. The master caution and warning are located in
front of the pilot on the glareshield.

Maintenance
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UPPER ECAM
DISPLAY UNIT
B

A C

B
D

A D C

MASTER MASTER
WARN WARN
FOR TRAINING PURPOSES ONLY!

MASTER MASTER
CAUT CAUT

131VU 11VU 130VU

B
LOWER ECAM
DISPLAY UNIT
4VU
Engine Indication
Maintenance
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SAFETY PRECAUTIONS
When you work on aircraft, make sure that you obey all the
AMM (Aircraft Maintenance Manual) safety procedures.
This will prevent injury to persons and/or damage to the aircraft. Here is an
overview of main safety precautions related to the engines.
Make sure that all engine dangerous areas are as clear as possible to prevent
damage to the engine, the aircraft or persons in the area.
Make sure that you have fire fighting equipment available. Do not try to stop
the fan from turning by hand.
After engine shutdown, let the oil tank pressure bleed off for a minimum of
5 minutes before you remove the tank filler cap. If you do not, pressurized oil can
flow out of the tank and cause dangerous burns.
The engine ignition system is an electrical system with high energy.You must
be careful to prevent electrical shock. Injury or death can occur to you. Do not
do maintenance on the ignition system while operating the engine.
Make sure that the engine shutdown occurred for a minimum of 5 minutes
before you proceed.
Make sure that the thrust reverser is deactivated during maintenance. If not,
the thrust reverser can operate accidentally and cause injury to personnel
and/or damage to the reverser.
When opening the engine cowls:
 respect the wind limitations and the opening/closing sequence,
 always secure cowls with the hold−open rods,
 make sure that the slats are retracted and install a warning notice to prevent
slat operation.
FOR TRAINING PURPOSES ONLY!

Maintenance
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Safety Precautions
Maintenance
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ENGINE STORAGE
General Seal the engine for storage
NOTE: The relative humidity must be sufficently low inside the engine NOTE: If the power plant is stored in an air−conditioned hanger, it is not
during the preservation time for optional corrosion prevention necessary to install the engine blanks. If the covers or blanks are
(typical 40% or less). removed during storage, it must be done on a dry day (low
Minimum storage requirements are specified in the AMM. humidity) to prevent contamination of the desiccant by
atmospheric moisture.
Make sure that all the steps for preservation of the engine are completed.
 Seal all the engine openings using the blanks as applicable.
Install the dehydrating agent (Desiccant) (SPMC 214) as follows:
 Install a tarp or PVC plastic sheet over the intake cowl, fan exhaust area
NOTE: Do not put the dehydrating agent (Desiccant) near the fan or and the engine exhaust area.
turbine blades because the rotation of the blades can cause the
 The protective covers must have windows so that you can see the relative
desiccant bags to open.
humidity indicators inside the engine.
NOTE: Engines that are stored in the desert or in an air conditioned Make a record of the engine preservation method and the date for each engine.
room, it is not necessary to install the desiccant).
 Include the procedures used for the oil (oil drained) and the fuel systems
Open the engine covers. (lubricating oil).
 The desiccant/humidity indicator must be installed evenly through the Example of a procedure to examine the engine during preservation.
engine in the locations pointed out in the AMM.
 Every 15 days or less, examine the humidity indicators.
 Put a calculated amount of dehydrating agent (refer to AMM) in the bottom
 If the relative humidity is less than 40 percent, change the dehydrating
of the engine bag or shipping container.
agent, if necessary, and permit the engine to continue in storage for 15 days
NOTE: The quantity of desiccant is specifically calculated to give more.
maximum protection from moisture during the specified  If the relative humidity is more than 40 percent, but less than 60 percent,
storage times. It is not necessary to inspect the engine as replace the dehydrating agent and continue in storage for 15 days more.
long as the specified storage time is not exceeded.
 If the relative humidity is more than 60 percent, replace the dehydrating
 Put one half in the inlet area and the other half in the tailpipe area. agent and re−preserve the engine.
 Hang the dehydrating agent in all areas so that the agent does not touch the
FOR TRAINING PURPOSES ONLY!

engine parts.
 Put relative humidity indicators inside the inlet and exhaust areas.

Maintenance
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Cradle

Transportation
Stand
FOR TRAINING PURPOSES ONLY!

Engine Storage Equipment

Maintenance
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ENGINE PRESERVATION MAINTENANCE PRACTICES

General
The preservation procedures protect the CFM56 engine against corrosion, See Aircraft Maintenance Manual (AMM) for specific storage requests. Before
liquid and debris entering the engine, and atmospheric conditions during a preservation procedure some cautions must be observed.
periods of storage, and inactivity. This includes installed engines on inoperative
CAUTION: IF ENGINE WAS FERRIED OR SUBJECTED TO AN
aircraft or engines not to be operated for more than 30 days.
IN-FLIGHT SHUTDOWN, ENGINE MUST BE DRIED OUT AND
The procedure recommended for preservation of the engine will vary RE-LUBRICATED WITHIN 24 HOURS AS PER DRY OUT
depending upon the duration of inactivity, the type of preservation used, and if PROCEDURE OF THIS SECTION.
the engine is operable or non−operable.
CAUTION: UNDER NO CIRCUMSTANCES SHALL PRESERVATIVE OIL
NOTE: Engines that can be started are considered operable. Engines OR EQUIVALENT BE SPRAYED INTO THE ENGINE INLET,
that for any reason cannot be started are considered CORE COMPRESSOR OR TURBINE, OR ENGINE EXHAUST.
non−operable. DIRT PARTICLES ON WET BLADES AND VANES MAY
The preservation procedure is offered as a guideline for each operator to use ADVERSELY AFFECT ENGINE PERFORMANCE DURING
as a baseline to determine what precautions should be exercised to provide SUBSEQUENT OPERATION.
adequate protection to the engine based on that operator’s experience with
local environmental influences and past preservation practices. Preservation Renewal Requirements
The engine preservation policy of any operator should be a flexible program, You can refer to the AMM for preservation renewal requirements for operable
implemented to provide a maximum of protection to critical engine components and non operable engines. To exceed long−term preservation, refer to your
(gears, bearings, accessory components, etc.) with consideration for seasonal CFM International (CFMI) representative.
changes in local conditions such as temperature and humidity.
Engine Depreservation
Special care should be exercised in locations where exposure to severe
Remove all moisture barrier material, seals, caps, cover, etc., as applicable,
temperature changes, severe humidity or salt water over extended periods of
from the engine. Connect fuel supply, reconnect oil supply and scavenge lines
time could present a higher risk of damage to engine parts.
if applicable and drain the oil tank. Drain accessory drive assembly.
Ultimately, it is the responsibility of the engine operator to provide sufficient Fill the oil tank. Do a wet motoring of the engine. Do one or more dry motoring
protection for engines out of service for extended periods of time. operations to remove the remaining fuel.
Engines should not be preserved and placed into storage and forgotten. Engine
FOR TRAINING PURPOSES ONLY!

preservation guidelines are provided to the operators for their use to establish Period Operable Non Operable
and implement a viable engine preservation plan. up to 30 days 2 renewal no renewal
The preservation procedure to be used is based upon the following schedule:
up to 90 days 1 renewal X
up to 30 days, up to 90 days, between 30 to 365 days, preservation renewal
requirements, procedure for exceeded long term preservation and 30 to 365 days no restriction no renewal
de−preservation.

Maintenance
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PROTECTION AGAINST
ATMOSPHERIC CONDITIONS

PRESERVATION PROCEDURE SCHEDULE

− up to 30 days
− up to 90 days
− between 30 to 365 days
− preservation renewal requirements
− exceed long term preservation
− depreservation

IF ENGINE WAS FERRIED OR SUBJECTED TO AN IN-FLIGHT SHUTDOWN,

ENGINE MUST BE DRIED OUT AND RE-LUBRICATED WITHIN 24 HOURS
CAUTION AS PER DRY OUT PROCEDURE OF THIS SECTION
FOR TRAINING PURPOSES ONLY!

UNDER NO CIRCUMSTANCES SHALL PRESERVATIVE OIL OR EQUIVALENT BE

SPRAYED INTO THE ENGINE INLET, CORE COMPRESSOR OR TURBINE, OR
ENGINE EXHAUST. DIRT PARTICLES ON WET BLADES AND VANES MAY AFFECT
CAUTION ENGINE PERFORMANCE DURING SUBSEQUENT OPERATION.

Engine Preservation
Maintenance
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ENGINE REMOVAL/INSTALLATION
Precautions
Make sure that you have the correct fire fighting equipment available before
you start any task on the fuel system. Make sure that the landing gear
safety−locks and the wheel chocks are in position. Put the safety devices and
the warning notices in position before you start any task on or near:
 the flight controls
 the flight control surfaces
 the landing gear and the associated doors
 or any component that moves

Make sure that all the circuits in maintenance are isolated before you supply
electrical power to the aircraft.
Make sure that the ENG MASTER control switch is OFF, slats are retracted
and the appropriate circuit breakers are open.
NOTE: Before removing the engine, the electrical, fuel, hydraulic and
pneumatic connections must be disconnected from the pylon
interface panel and ducts.
FOR TRAINING PURPOSES ONLY!

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WARNING
 correct fire fighting equipment
 landing gear safety-locks and wheel chocks in position
 safety devices and warning notices in position
 all circuits isolated
 engine master lever set to off, slats retracted and appropriate circuit
breakers open
FOR TRAINING PURPOSES ONLY!

Precautions
Maintenance
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FUEL DISCONNECT PANEL

T/R ELECTRICAL JUNCTION BOX Engine interfaces on the engine
ENGINE LEFT PNEUMATIC SYSTEM COUPLING
RH side are:
HAND SIDE - Core Electrical Junction Box
ENGINE MOUNTS
- Fan Electrical Connector Panel
including IDG Harness Connector
- T/R Hydraulic Control Unit (HCU) -
Harness Connectors (on the RH T/R
Cowl Door)
- Starter Duct Coupling.

FAN ELECTRICAL CONNECTOR PANEL

STARTER DUCT COUPLING

T/R HCU HARNESS CONNECTORS

CORE ELECTRICAL JUNCTION BOX

INLET COWL FAN T/R EXHAUST

(BOLTED ON COWLS COWLS (BOLTED ON
FOR TRAINING PURPOSES ONLY!

FAN CASE) TURBINE REAR

FRAME)
Engine interfaces on the engine LH side are:
Fluid Disconnect Panel:
- Fuel and Hydraulics
- Thrust Reverser Electrical Junction Box
(on the L/H Thrust Reverser Cowl Door) ENGINE RIGHT
- Pneumatic System Coupling (in Engine HAND SIDE
forward Mount Zone)
Engine Interfaces
Maintenance
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THRUST REVERSER
COWLS

BRACE STRUTS
(TO HOLD OPEN
THE T/R COWLS)

Hold Open Cowl Brace Installation

To support the fan and thrust reverser cowls, during FAN
COWLS
engine removal or installation, special braces are
installed.
This enables the engine to be changed under the
FOR TRAINING PURPOSES ONLY!

wing without removing the fan cowls and the thrust

reverser cowl doors.

BRACE ARMS
(TO HOLD OPEN
THE FAN COWLS)

Hold Open Cowl Brace Installation

Maintenance
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FWD MOUNT
LINK PYRAMID

PIN
HINGE CLAMP

PIN (2X)

REAR
REAR BEAM BOOTSTRAP
FWD HINGE
ARMS

PYLON
BOOTSTRAP
FWD
BOOTSTRAP

CHAIN PULLEY
BLOCK ASSEMBLY
(4X)

DYNAMOMETER
FOR TRAINING PURPOSES ONLY!

Engine Removal and Installation Systems

Equipment used for engine removal or installation is:
- Bootstraps installed on the forward Mount and rear part of the pylon.
- Four dynamometers and chain pulley blocks are installed at the
CHAIN PULLEY
end of the bootstraps to ensure the correct tension during engine BLOCK
removal or installation.

Engine Removal and Installation Systems

Maintenance
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Engine Cradle and Trolley

The engine cradle and trolley are two associated tools,
which let the engine to be removed and carried.
PYLON
BOOTSTRAPS

CHAIN
PULLEY
BLOCK
ASSEMBLY

CHAIN

CRADLE
FOR TRAINING PURPOSES ONLY!

TROLLEY

Engine Cradle and Trolley

Maintenance
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Engine Hydraulic Positioner

The engine hydraulic positioner is a special hydraulic
trolley, which supplies easy positioning and engine
installation.
For engine transportation, the same cradle can be ENGINE
HYDRAULIC
transferred from the engine hydraulic positioner to a POSITIONER
standard trolley.

CRADLE

ENGINE
STANDARD HYDRAULIC
TROLLEY POSITIONER
FOR TRAINING PURPOSES ONLY!

Engine Hydraulic Positioner

Maintenance
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71−200OUNTS
ENGINE MOUNTS GENERAL DESCRIPTION

The engine mounts support the engine by transmitting loads from the engine FORWARD MOUNT Z
case to the pylon structure.
They allow thermal expansion of the engine without inducing additional load
Z
into the mount system.
Each engine mount design provides dual load paths to ensure safe operation if
one part fails.
The engine/pylon connection is achieved by means of a two−mount system:
 the )25:$5'02817,
AFT MOUNT
it is attached to the engine via the intermediate casing.
It takes the X-loads(thrust), Y-loads (lateral) and Z-loads (vertical),
 the $)702817,
it is attached to the engine via the exhaust casing. It takes the loads in a
M
plane normal to the engine centerline i.e.: Y-loads (lateral), Z-loads (vertical)
and Mx (engine rotational inertia moment + Y-load transfer moment). Y
Forward Engine Mount
The Forward Engine Mount is attached to the engine via the intermediate
Y
casing. It FDUULHV the X-loads (thrust), Y-loads (lateral) and Z-loads (vertical). X

Aft Engine Mount

The Aft Engine Mount is attached to the engine via the exhaust casing. It
carries the loads in a plane normal to the engine centerline i.e. Y-loads (lateral),
Z-loads (vertical) and Mx (engine rotational inertia moment + Y-load transfer
FOR TRAINING PURPOSES ONLY!

moment).

Figure 16 Engine Mount Loads

Maintenance
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AFT MOUNT

FORWARD MOUNT
FOR TRAINING PURPOSES ONLY!

Engine Mounts
Maintenance
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71−10 COWLINGS
INTRODUCTION
Nacelle General
The cowls enclose the periphery of the engine so as to form the engine nacelle.
The nacelle provides:
 protection for the engine and the accessories,
 ensuring airflow around the engine during its operation,
 lightning protection,
 HIRF (High Intensity Radio Frequency) and EMI (Electromagnetic
Interference) attenuation.

Air Intake Cowl

The air intake cowl supplies the airflow to the engine.

Fan Cowls
The fan cowl doors enclose the engine fan case between the air intake cowl
and fan thrust reverser. Three hinges at the pylon support each assembly. The
door assemblies are latched along the bottom centerline with three adjustable
tension hook latches.
To improve take-off performance, aerodynamic strakes have been installed on
the inboard fan cowl of each nacelle on some aircraft configurations. The fan AIR
cowl doors are fire proof and fire resistant. INTAKE FAN FUN THRUST PRIMARY
COWL COWL REVERSER NOZZLE
FOR TRAINING PURPOSES ONLY!

CENTERBODY

Engine Nacelle

Maintenance
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VENTILATION OUTLET

RIGHT SIDE STRAKE (A320: only on inboard side installed)

INTERPHONE
JACK

ECU COOLING INLET

ANTI ICE DISCHARGE

STRAKE (A320: only on inboard side installed)

THRUST REVERSER
STARTER VALVE PIVOTING DOOR
THRUST REVERSER ACCESS
PIVOTING DOOR DRAINMAST

PRESSURE
RELIEF DOOR

VENTILATION OUTLET
FOR TRAINING PURPOSES ONLY!

OIL TANK ACCESS

VENTILATION INLET
LEFT SIDE

Nacelle and Access Doors

Maintenance
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71−11 AIR INTAKE COWL

GENERAL DESCRIPTION
The engine air intake cowl structure is an interchangeable aerodynamically
faired assembly. It is mounted to the forward face of the engine fan case
A1 flange. The assembly is composed of:
 an inner and outer barrel
 a nose lip
 a forward and an aft bulkhead

The assembly also includes installation of:

 the anti−icing ducting
 the engine control unit cooling inlet and exhaust
 the interphone/ground jack
 the T12 sensor
 hoisting provisions
 pip pin receptacles for the intake cover
FOR TRAINING PURPOSES ONLY!

Maintenance
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LIP ASSEMBLY

T12 SENSOR LOCATION

HOIST POINTS

ENGINE ATTACH RING INTERPHONE/

GROUND JACK
FOR TRAINING PURPOSES ONLY!

ECU COOLING
AIR INLET
ANTI ICE OUT-
LET DUCT
ANTI ICE DISCHARGE
VENT/ACCESS DOOR

ANTI ICE INLET DUCT

Air Intake Cowl

Maintenance
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71−13 FAN COWL

FAN COWL
GENERAL DESCRIPTION DOOR (LH)

General FAN COWL

DOOR (RH)
The fan cowls enclose the engine fan case between the air intake cowl and the HINGE
COMPARTMENT FITTINGS
thrust reverser. Three hinges at the pylon support each fan cowl. The fan cowls COOLING EXIT
are latched at the bottom with three adjustable tension hook latches. PYLON
PYLON SEAL
Fan Cowl Opening and Closing SEAL
There are two telescopic hold open rods on each fan cowl door. When HOIST
COMPARTMENT POINTS
extended the hold open rods are positioned into brackets on the engine fan COOLING EXIT
case. They support the fan cowl doors in the open position. A 40° position
serves for routine maintenance and a 55° position serves for increased access.
STRAKE
NOTE: Engine Idle run with fan cowl doors open in the 40° position is OIL TANK
allowed to perform maintenance tasks. SERVICING
ACCESS DOOR
Access Doors
One access door in the right fan cowl door provides access to the starter valve
manual override. An access door in the left fan cowl provides access for:
 engine oil service
 inspection of the hydraulic pump case drain filter clogging BULB
SEAL
Pressure Relief Doors HOIST
A pressure relief door located in the right cowl door limits compartment COOLING POINTS
INLET
pressure to a maximum of 4 psig.
HOLD OPEN BUMPER
FOR TRAINING PURPOSES ONLY!

Cooling Air ROD SEAL

LATCHES
A compartment cooling air inlet is located in the lower quadrant of the left cowl ADJUSTABLE
door. The air inlet directs air toward the accessory gearbox. In the upper EYE BOLT
quadrants of the left and right cowls there are five air outlet vents. STARTER VALVE
ACCESS DOOR

PRESSURE RELIEF DOOR

Fan Cowl Components

Maintenance
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RETENTION
CAUTION: DO NOT OPEN COWLINGS IF BRACKET
WIND SPEED IS MORE THAN 65
KNOTS OR IF ENGINE IS
RUNNING

COLLAR

HOLD OPEN ROD

55° 40°
BOTH HOLD OPEN RODS
MUST BE ENGAGED
WHEN DOOR IS OPEN

OPENING:
FOR TRAINING PURPOSES ONLY!

 Unlock the three latches of the fan cowlings

 Release the Hold Open Rods from the stow brackets
 Extend the Hold Open Rods to the 40° or 55° position
and attach them to the brackets on the engine

LATCHES

Fan Cowl Door Opening

Maintenance
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78−36 T/R COWL OPENING MECHANISM

GENERAL DESCRIPTION
DOOR OPENING
CAUTION: DO NOT OPEN THE THRUST REVERSER COWLINGS IF THE ACTUATOR
WIND SPEED IS MORE THAN 40 KTS.
CAUTION: WING SLATS MUST BE RETRACTED IF THRUST REVERSER
COWLINGS ARE OPENED MORE THAN 35° POSITION.

General
The two thrust−reverser half−cowl can be opened separately, using a hand
pump. Opening of the thrust−reverser half−cowl provides access to the
systems and components mounted in the engine core section.

Opening of the Thrust Reverser Cowlings

 Move the HCU lever forward to make the thrust reverser unserviceable
 Install the LOCK−OUT PIN to hold the lever in the OFF position
 Open the fan cowlings
 Unlock the four latches along the lower edge of the T/R-cowls
 Connect the hand pump
 Operate the hand pump to open the half cowling to the normal maintenance
position. The doors can be opened to 33 degrees with the wing leading
edge slats extended. However, beyond the 33 degree position they
interfere with the wing leading edge slats when extended and thus can HYDRAULIC
cause damage. Maximum opening angle is 45 degrees. JUNCTION BOX
Closing of the Thrust Reverser Cowlings
FOR TRAINING PURPOSES ONLY!

 Operate the hand pump to pressurize the opening actuator to take the load
of the hold−open rod
 Remove the hold open rod
 Open the hand pump relief valve to let the cowling close
 Close the four latches of the T/R-cowls HYDRAULIC
 Cowling pump must be connected for some time to allow a return flow of the HAND PUMPS JUNCTION BOX
oil from the opening actuator to the pump. (to prevent oil leakage of the
opening actuators when the engine operates and the oil expands due to Thrust Reverser Cowls Opening Mechanism
heat)

Maintenance
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CAUTION: WING SLATS MUST BE RETRACTED

IF THRUST REVERSER COWLINGS

VERTICAL ENGINE CENTER LINE

ARE OPENED TO THE 45° POSITION.

LOCKOUT PIN

45°
QUICK
RELEASE
PIN

HOLD OPEN ROD

IN 45° POSITION
ATTACHMENT
BRACKET
FOR TRAINING PURPOSES ONLY!

HCU LEVER IN HCU LEVER IN

OPERATIONAL DEACTIVATED
POSITION POSITION

UPPER BRACKET

T/R Cowling Opening Components

Maintenance
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71−70 DRAINS
ENGINE DRAINS DESCRIPTION
General
The drain and vent system consists of tubes. These tubes collect waste fluids
and vapor from the nacelle, the engine and its accessories and carry them
overboard. Drains are provided from any point where lines and accessories
may leak and where fluids may accumulate in a cavity. Some drain lines serve
as vents: they carry air and vapor from the engine and accessory cavity.
The drain and vent system is divided into three sections:
 The collector which collects and retains drained fluids
 the module assembly which discharges fluids
 the drain mast through which the fluids are discharged overboard
Collector
The collector assembly is composed of 4 drain valves and 2 holding tanks. The
collector retains fluids until expelled during flight. The collector assembly is
attached to the aft side of the engine gearbox.

Module Assembly
Various drain tubes are attached to the module assembly including a drain tube
from the collector. The module assembly also supports the drain mast. The
module is attached directly to the aft side of the engine gearbox.

Drain Mast
The drain mast is attached to the drain module assembly and protrudes
through the fan cowl door into the airstream. The drain mast contains three
FOR TRAINING PURPOSES ONLY!

cavities. The smaller forward cavity feeds ram air to the module assembly. The
other two cavities are for drainage. The drain mast is located in the fan
compartment (lower section).

Maintenance
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Engine Drains
Maintenance
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System Operation
The collector retains drained fluids until expelled in flight. The module assembly
discharges fluids directly overboard through the drain mast. The drain mast
which protrudes through the fan cowl door into the airstream is the channel
through which the fluids are discharged overboard except for the fuel shroud
drain which discharges fluid directly overboard through an independent drain
tube.
Each accessory seal (starter, IDG, hydraulic pump, fuel pump) has a separate
drain to the collector in which leakage is contained. Manual drain valves in the
bottom of each collector are used to drain each collector on the ground. Each
collector is labeled with the accessory seal drain to which it is connected.
These individual collectors overflow into the fuel/oil holding tank or a hydraulic
fluid/oil holding tank.
Leakage is contained in the holding tank until the aircraft reaches an airspeed
of 200 Knots. When the airspeed reaches 200 Knots a pressure valve in the
module assembly admits ram air. The ram air pressurizes the holding tanks
and any accumulated fluid is discharged overboard through the drain mast.
Fluids from the following sources drain into the module assembly and are
discharged directly overboard, except for the fuel shroud pipe which has its
own drain tube:
 the Oil Tank Scupper
 the Forward Sump
 the Fan Case
 the Fuel/Oil Heat Exchanger
 the VBV
 the VSV
 the TCC
FOR TRAINING PURPOSES ONLY!

 the HMU
 the Aft Sump
 the Fuel Shroud Pipe (individual drain tube)

Maintenance
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PRSSURIZING FROM DRAIN

MODULE
FOR TRAINING PURPOSES ONLY!

Collector Assembly
Maintenance
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PYLON DRAINS DESCRIPTION

The engine pylon is divided into 7 compartments. Various systems are routed
through these areas. Any leckage from fluid lines is drained overboard through
seperate lines in the rear of the pylon.

DESIGNATION ZONE SYSTEMS

FORWARD FAIRING A FLAMMABLE FLUIDS (FUEL/HYDRAULICS)
B1 BLEED AIR (HIGH AND LOW TEMP)
B2 ELECTRICS
PYLON BOX C HYDRAULICS WITHOUT COUPLINGS
FIRE EXTINGUISHER BOTTLES
REARWARD SECONDARY D HYDRAULICS
STRUCTURE LIMITED ELECTRICS
LOWER FAIRING E NONE
PYLON TO WING CENTER FILLETS F FUEL (ZERO LEAKAGE COUPLINGS)
ELECTRICS
BLEED AIR (LOW TEMP)
FOR TRAINING PURPOSES ONLY!

Maintenance
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SECTION A-A
F
B2
A A B1

C
A
FOR TRAINING PURPOSES ONLY!

Pylon Drains
Maintenance
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CFM56-5B (Differences)

Maintenance Course B1 / B2 11/2013

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71-00 CFM56−5B GENERAL

CFM56−5B CONFIGURATIONS INTRODUCTION In addition to lowering NOx emissions, the CFM56−5B Tech Insertion
configuration provides operators with up to 1 percent improvement in fuel
CFM56−5B: consumption over the life of the product compared to the base CFM56−5B
EIS (Entry Into Service) configuration = the 14 first -5B engines have a specific engine, which also means fewer carbon emissions.
LPT configuration - LPT Nozzle sealing strip conf.
Alitalia, Air France (ex Air Inter).

CFM56−5B/2:
DAC (Dual Annular Combustor) for Nox emissions.

CFM56−5B/P OR /2P
3D aero design of HPC/HPT/LPT Blades & Vanes for SFC improvement.
RACC (Rotor Active Clearance Control) function deletion: RACSB (Rotor
Active Clearance Start Bleed) replaced by TBV (Transient Bleed Valve).

CFM56−5B/2P NAC
LPT Frame external cooling system for NAC (Nacelle Air Cooling) at ground
idle.

HISTORY OF THE CFM56−5B TURBOFAN ENGINE

The CFM56−5B, a high performance, low risk derivative engine of the CFM56
family, was originally developed to power the Airbus A321. Today, it is the only
engine that can power every model of the A320 family with one bill of materials.
This provides airlines with a distinct commonality advantage, in addition to the
lowest cost of operation on this application.
Noise and emissions have become key factors in aircraft fleet planning and
FOR TRAINING PURPOSES ONLY!

operations. The CFM56−5B was the first engine to introduce advanced double
annular combustor (DAC) technology in the mid 1990s. This technology
reduced NOx (oxides of nitrogen) emissions by as much as 45 percent. With
the introduction of Tech Insertion and new combustor technology in 2007, CFM
has been able to offer operators comparable improvement in a much simpler
design. The optimized Tech Insertion combustor emits 25 percent less NOx to
ensure that the engine meets the CAEP/6 regulations that went into effect in
Jan. 2008.

CFM56−5B Engine

Maintenance
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FAN AND BOOSTER COMPRESSOR ANNULAR

COMBUSTOR
(SAC OR DAC)
5-STAGE LP COMPRESSOR 9-STAGE HPC
(4-STAGE BOOSTER)
TURBINE
FRAME

FAN DIAMETER 68.3“

FOR TRAINING PURPOSES ONLY!

HP LP
TURBINE TURBINE

1-ST. HPT 4-ST. LPT

AGB TGB
ACCESSORY
DRIVE

CFM56−5B Engine Overview

Maintenance
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ENGINE GENERAL PARAMETERS

There is a different kind of thrust depending on the engine installed on the
aircraft.
Until 33.000 lb (14.970 kg) can be achieved during take off with the CFM56−5B3
on A321, or 21.600 lb (9.800 kg) with CFM56−5B8 on A318, which is the lowest
take-off thrust.
Notice the take-off thrust is the same between the CFM56−5B4 on A320 and
CFM56−5B7 on A319 and A319 Corporate Jet, with a thrust value of 27.000 lb
(12.250 kg).
FOR TRAINING PURPOSES ONLY!

Maintenance
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CFM56−5B Parameters
Maintenance
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Technical Training A320 Family

ATA 72 - Engine

Maintenance Course B1 / B2 11/2013

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ATA 72 ENGINE

72−00 ENGINE - GENERAL

INTRODUCTION
ENGINE MODULES ENGINE MAIN BEARINGS
The rotors are supported by 5 bearings mounted in two engine sumps for
Purpose
lubrication system simplicity.
The engine is of modular design, thus enabling maintenance to be performed by
maintenance work shops having limited repair capability. Modular maintenance Bearings
is concerned primarily with replacement of modular assemblies and parts. The engine rotors are supported by bearings installed in the sump cavities
provided by the two frames.
Major Modules
The forward sump is in the fan frame and is the location of bearings No. 1,
The engine has four major modules:
No. 2 (fan/booster shaft) and No. 3 (HP shaft forward part).
 Fan and Booster major module
The aft sump is in the turbine rear frame where are bearings
 Core major module No. 4 (HP-shaft aft part) and No. 5 (LP-shaft aft part).
 Low pressure turbine major module
Oil Distribution
 Accessory drive module
The bearings must be lubricated and oil is distributed to these components
FRAMES by nozzles. However, the oil must be retained within the engine, so seals
The load from the rotor systems and from the other cases are transferred to of various types are provided to confine the oil and directs its recirculation.
the frames. The frames transfer the load to the engine mounts.
Seals Arrangement
ENGINE FLANGES The arrangement of oil and air seals, the provisions for oil supply, oil scavenge,
Flanges are located on the engine for attachment of brackets, claps, bolt, etc. seal pressurization, sump vent subsystems produce a system known as a
dry sump.
Physical Description
FOR TRAINING PURPOSES ONLY!

Engine sumps are vented to ambient pressure through the ”center−vent” tube
The external flanges of the engine have been assigned letter designations which is contained in the LP shaft.
alphanumerical from A to U. The letters I, O and Q are not used. The letter
designations are used for flange identification whenever it is necessary to be
explicit about flange location.

Horizontal Flanges Identification

 Front stator case horizontal left flange
 Front stator case horizontal right flange

Maintenance
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N1 BEARING NO.: 1 2 5
N2 BEARING NO.: 3B 3R 4
FOR TRAINING PURPOSES ONLY!

2 OIL SUMPS
FWD OIL AFT OIL
SUMP SUMP

2 FRAMES
FAN FRAME TURBINE FRAME

Engine Construction
Maintenance
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STAGE NUMBERING CFM56-5A

STAGES : COMPONENT : STAGE NUMBER : NOTES :

1 FAN 1 Fan air used for ACC

1 LOW PRESSURE 2
2 3 VBV
3 COMPRESSOR (BOOSTER) 4

IGV (VSV)
1 1 VSV
2 2 VSV
3 3 VSV
4 HIGH PRESSURE 4
5 5 HPTACC A/I Customer Bleed
6 COMPRESSOR 6
7 7
8 8
9 9 Customer Bleed, Muscle Press A/I,
Start Bleed, HPTACC

COMBUSTION CHAMBER 20 Fuel Nozzles, 2 Ignitor Plugs

FOR TRAINING PURPOSES ONLY!

1 HIGH PRESSURE 1 ACC Cooling of HPT Shroud

TURBINE Support Structure

1 1
2 LOW PRESSURE 2 ACC Cooling of LPT External Case
3 TURBINE 3 (all stages)
4 4

EXHAUST NOZZLE

Maintenance
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1 FAN STAGE 9 STAGE COMBU- TURBINE

3 BOOSTER STAGES HP COMPRESSOR STOR FRAME
FOR TRAINING PURPOSES ONLY!

1STAGE 4 STAGE
HP TURBINE LP TURBINE
ACCESSORY TRANSFER
GEARBOX GEARBOX
Engine Stages (CFM56−5A)
Maintenance
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ENGINE STATIONS CFM 56-5A/B

AERODYNAMIC STATION : STATION LOCATION : STATION USED FOR:

0 AMBIENT P0 = Ambient Static Pressure used for FADEC.

10 INTAKE / ENGINE INLET INTERFACE

12 FAN INLET T12 = Fan ( Booster Inlet Temp.) used for FADEC.
PS12 = Fan ( Booster) Inlet Press. (PT2) used for
FADEC.
13 FAN EXIT PS13 = Static Pressure of Fan Bypass Air Flow
used for Monitoring.

25 L.P. COMPRESSOR (BOOSTER EXIT) T25 = High Pressure Compressor Inlet Temp. (CIT)
used for FADEC.P25 = High Pressure Compressor
Inlet Press.used for Monitoring
30 H.P. COMPRESSOR (EXIT) T3 = High Pressure Compressor Discharge Temp.
(CDT) used for FADEC. PS3 = Compressor Dis-
charge Pressure (CDP) used for FADEC
40 COMBUSTION SECTION EXIT

42 H.P. TURBINE EXIT T case = HPT Shroud Support Temperature used for
HPT Active Clearance Control
FOR TRAINING PURPOSES ONLY!

49 L.P. TURBINE STAGE 2 INLET T49.5 = Exhaust Gas Temp. (EGT) used for Cockpit
Indication.

50 EXHAUST T5 = Total Temp. Turbine Rear Frame Plane used

for Monitoring.

Flowpath aerodynamic stations have been established to facilitate engine performance assessment and monitoring. As the CFM56-5 is a high bypass engine, its
airflow path features a primary and a secondary airflow. Therefore manufacturer differentiates between:
 Primary Stations and Secondary Stations

Maintenance
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STA 0 STA 12 STA 13 STA 25 STA 3 STA 49.5 STA 5

FOR TRAINING PURPOSES ONLY!

Aerodynamic Stations (CFM56−5A/B)

Maintenance
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BORESCOPE INSPECTION PORTS LOCATION

General
There is a total of 21 borescope inspection ports along the engine length. Their
location and identification is as follows:

Booster and Stator Assembly

The booster has one borescope inspection provision located at 03:30 position
 S3

HPC Front and Rear Stator Assembly

Has nine 9 borescope inspection provisions. Location between 4 and 5 o’clock.
Starting from the compressor inlet plane ( IGV ) and progressing rearwards, ACCESSORY
their identification is as follows: GEARBOX
 S1, S2 ... S9

Combustion Case Assembly

Has eight 8 borescope inspection provisions located around the case an in
three different planes. Starting from the front flange of the case and
progressing rearwards, their identification is as follows:
 S10 and S11 ( located in the same plane at approximately 4 and 8 o’clock ).
Their use as borescope ports necessitates the removal of the two igniters O−RINGS
which are installed in these ports.
 S12, S13, S14, S15 (located in the same plane around the case) N2
 S16 and S17 (located in the same plane around the case) CRANKPAD

LPT Case Assembly

PULLER
Has four 3 borescope inspection provisions. Location at 5 o’clock
FOR TRAINING PURPOSES ONLY!

approximately. Starting from the LPT case front flange and progressing
rearwards, their identification is as follows:
 S18, S19, S20
NOTE: The borescope ports S16 and S17 (located on the combustion case)
must be used for a more thorough borescope inspection of the
leading edge and tip shroud of LPT rotor blades, stage 1.

N2 Handcrank Location

Maintenance
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S12

S13
S15
S10

S14
S17
S20 S9
S11
S19 S8
S1
S18 S7
FOR TRAINING PURPOSES ONLY!

S2 S0
S16 S6
S3
S5
S4

NOTE: Booster Borescope Ports S0 not shown at their true

location in this view. Shown only for identification
and location (3:30 o’clock) purposes.

Engine Borescope Access Ports

Maintenance
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High Pressure Compressor

The borescope plugs S7, S8, and S9 are special double
plugs.
Install borescope plugs finger tight. Ensure contact between
boss on inner liner and plug cap. Compress spring load on
outer cap and apply recommended torque.

DOUBLE BORESCOPE PLUGS

S9 S7 S5 S3 S1

S8 S6 S4 S2
FOR TRAINING PURPOSES ONLY!

HPC - ROTOR BORESCOPE INSPECTION PORTS

S9
S8
S7

HPC Borescope Plugs

Maintenance
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FAN AND BOOSTER ASSEMBLY

Technical Training A320 Family 72-21

72−21 FAN AND BOOSTER ASSEMBLY

FAN AND BOOSTER MODULE

Purpose Fan Disk
The fan and booster (LPC) module is driven by the low pressure turbine and The fan disk is a titanium alloy forging. Its inner rear flange provides
provides two separate air streams. attachment for the fan shaft and its outer rear flange is bolted to the booster
The primary (or inner) air stream flows through the fan and booster section rotor. The outer front flange provides attachment for the spinner rear cone.
where the air is compressed for introduction into the high pressure compressor. The disk outer rim has 36 recesses designed for fan blade retention
The secondary (or outer) air stream is mechanically compressed by the fan as
it enters the engine and is ducted to the outside of the core engine, this Fan Blades
secondary air stream adds to the propulsive force generated by the core There are 36 titanium alloy, mid−span shrouded fan blades approximately
engine. 23 in. (590 mm) long. Each of the blades has a dovetail base that engages in
disk rim recess.
Description Blades are individually retained by a spacer that limits radial movement.
The fan and booster module consists of a single stage fan rotor and a 3-stage A blade retainer limits forward axial movement.
axial booster, cantilever-mounted at the rear of the fan disk. The booster spool front flange limits rearward axial movement.
The fan and booster module consists of the following major parts:
 Spinner rear and front cones.
 Fan disk.
 Fan blades.
 Booster rotor.
 Booster vane assemblies.

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
FOR TRAINING PURPOSES ONLY!

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 retention system. The outer rim of rear
flange is provided with tapped holes for trim balance bolts. The front flange
provides for attachment of the spinner front cone.

Maintenance
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FAN INLET CASE ACOUSTICAL FAN FRAME

PANEL

ABRADABLE
SHROUD
FAN BLADE FAN
OGV
SPLITTER
BOOSTER FAIRING
STATOR

FAN/BOOSTER
ROTOR

SPINNER REAR
CONE

Balance Screws
FOR TRAINING PURPOSES ONLY!

FAN DISK NO. 1 BEARING NO. 2 BEARING IGB AND NO. 3

DOUBLE BEARING

Fan and Booster Assembly

Maintenance
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BEARING AND SEALS DESCRIPTION

ENGINE BEARINGS
The engine rotors are supported by bearings installed in the two sump cavities.
The forward sump is in the fan frame and is the location of bearings No. 1, No. 2
(fan/booster shaft) and No. 3 (High Pressure shaft).
The aft sump is in the turbine rear frame where are bearings No. 4 for the HP
shaft aft and No. 5 for the LP shaft.
Bearings provide reduced rolling friction, support the rotors axially and radially
within the engine structure, and position the rotors relative to the stators. The
bearing must control the forces of gravity weight, aerodynamic loads of
pumping and turbine driving and gyroscopic loads due to aircraft maneuvers.

No. 1 and No. 2 Bearing

The No.1 ball bearing is a thrust bearing which carries the axial loads
generated by the LP rotor system.
The No. 2 roller bearing takes the radial loads from the fan and booster rotor.

No. 3 Bearing
The inlet gearbox assembly contains a core engine thrust bearing, and a core
engine roller bearing.

No. 4 and No. 5 Bearing

The No. 4 bearing, which takes the High Pressure Turbine (HPT) rotor radial
loads, is a roller bearing installed between the HPT rear shaft and the Low
Pressure Turbine (LPT) shaft.
The No. 5 bearing supports the LPT rotor aft end inside the turbine frame and
takes the radial loads.
FOR TRAINING PURPOSES ONLY!

Maintenance
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CFM56−5 Bearings
Maintenance
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ENGINE SEALS
The oil is confined and recirculated in the bearing thanks to the air/oil seal.

Forward Stationary Air/Oil Seal

The stationary air/oil seal limits the engine forward sump at its front end, and is
used to duct pressurization air to labyrinths provided on the No. 1 bearing
sleeve. The space located between the seal inner and outer skin is divided into
independent compartments for pressurization, drainage and oil scavenge.

Center Vent Tube

Engine sumps are vented to ambient pressure through the center−vent tube
contained in the LP shaft.

Seal Pressurization Principle

The sumps are sealed with labyrinth type oil seals, which must be pressurized
in order to make sure that the oil is retained within the oil circuit and, therefore,
minimize oil consumption.
Pressurization air is extracted from the primary airflow (booster discharge) and
injected between the two labyrinth seals. The air, looking for the path with the
least resistance, flows across the oil seal, thus preventing oil from escaping.
Any oil that might cross the oil seal is collected in a cavity between the seals Seals Pressurizing Principle
and routed to drain pipes.
Once inside the oil sump cavity, the pressurization air becomes vented air and
is directed to an air/oil rotating separator and then, out of the engine through
the center vent tube, the rear extension duct and the flame arrestor.
FOR TRAINING PURPOSES ONLY!

Maintenance
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Engine Seals
Maintenance
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72−23 FAN FRAME ASSEMBLY

FAN FRAME ASSEMBLY CONSTRUCTION
The fan frame assembly is a fabricated structural weldment constructed of
PURPOSE concentric rings connected by radial struts. It consists of the basic fan frame
The fan frame module provides front handling mounts and is the main forward structure and the fan inlet case.
support for mounting the engine to the aircraft. Its purpose is to support the The basic fan frame structure is made of steel alloy. It consists of a hub, mid
fan, booster and high pressure compressor (HPC) rotors, and to provide box structure and outer casing interconnected through 4 thick and 8 thin radial
ducting for primary and secondary airflows. struts.
The fan frame module consists of the following major assemblies: Structural strength for the fan frame is obtained from the 12 struts. The struts
 Fan Frame Assembly are hollow and provide passage for the following equipment :
 Fan Outlet Guide Vane (OGV) Assembly.  No. 1 Bearing Vibration Sensor Cable (strut No. 4)
 N1 Speed Sensor and FWD Sump Cavity Drain (strut No. 6)
FUNCTIONAL DESCRIPTION
 Transfer Gear Box Radial Drive Shaft and Scavenge Tube (strut No. 7)
The Fan Frame and Fan Case perform the following primary functions:
 Forward Sump Oil Supply Tube (strut No. 10)
Fan Frame
STRUT
 An inlet airflow path to the core engine.
 A support for loads of the fan stator, fan rotor and fan reverser.
 Inlet gearbox with accessory drive power take off gearing and shaft.
 A variable bypass valve system. SECONDARY AIRFLOW
 Housing for service lines for lubrication of bearings, inlet gearbox and 12 1 2 OUTER CASING
scavenge of the FWD oil sump. 11 3
No.1 BEARING
 Support for the fan OGVs and fan inner flowpath acoustic panels.
10 4 VIBRATION
FORWARD SUMP
Fan Case SENSOR
OIL SUPPLY TUBE 9 5
 Provides for attachment of the engine inlet cowl and the support and 6
FOR TRAINING PURPOSES ONLY!

8 7
transmission of attachment loads from this point to the fan frame.
 Provides fan blade containment. CENTER HUB PRIMARY AIRFLOW
 Provides attachment points for acoustical panels.
 Provides an abradable microballon shroud for fan blade tips. N1 SPEED SENSOR AND
OUTER RADIAL DRIVE FWD DRAIN CAVITY
AFT
SHAFT HOUSING AND LOOKING
OIL SCAVENGE TUBE FORWARD MID BOX STRUCTURE

Radial Struts

Maintenance
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CAPTIVE
SCREW
FAN DUCT PANEL
FAN DUCT PANEL

OGVs
B
ABRADABLE

VANE REMOVAL

VBV DOOR
RETAINING
BUSHING

VBV FUEL MOTOR

FAN DUCT PANEL

FAN DUCT
FOR TRAINING PURPOSES ONLY!

B PANEL CAPTIVE BOLT

RTV
SEALER WASHER

ACOUSTIC FAN FRAME

FAN FRAME PANEL
RETAINING
BUSHING Fan
Case
Fan Frame Assembly
Maintenance
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72−21 FAN AND BOOSTER ASSEMBLY

SPINNER CONE MAINTENANCE PRACTICES

CAUTION: BE CAREFUL NOT TO LET THE SPINNER FRONT CONE Installation of the Spinner Front Cone
FALL DOWN WHEN YOU DETACH IT FROM THE REAR  Apply a thin layer of engine oil the 3 PIN, GUIDE − SPINNER REAR CONE
CONE.
 Install the three guide pins equally−spaced on the front flange of the spinner
Removal of Spinner Front/Rear Cone rear cone. Install one of the pins in the offset hole of the flange.
 Remove the bolts which attach the spinner front cone to the spinner rear  Increase the temperature of the front flange of the spinner rear cone to
cone approximately 80°C with a heat gun
 Move the spinner front cone apart from the spinner rear cone with the 3  Install the spinner front cone on the spinner rear cone. Carefully align the
jackscrews from the TOOL SET-JACK SCREW offset holes
 Remove the bolts which attach the spinner rear cone to the fan disc  Apply a thin layer of engine oil to the threads of the 6 bolts, and attach the
spinner front cone with the bolts. Tighten the bolts by hand, and let the
 Remove the spinner rear cone from the fan disk with the 6 jackscrews from
mating parts return to the ambient temperature.
the TOOL SET JACK SCREW
 Torque the bolts according AMM.
Installation of the Spinner Rear Cone
 Apply a thin layer of engine oil to the 3 PIN, GUIDE − SPINNER REAR
CONE
 Install the 3 guide pins, equally spaced, on the forward flange of the fan
disk. Install one of the pins in the offset hole
 Apply a thin layer of graphite grease to the threads of the bolts
 Increase the temperature of the aft flange of the spinner rear cone to
60°C with a heat gun
 Install the spinner rear cone on the fan disk forward flange with the offset
holes aligned
FOR TRAINING PURPOSES ONLY!

NOTE: The offset hole in the spinner rear cone is identified by a spherical
indentation on its rear flange
 Attach the rear cone to the disk with 3 bolts and washers. Make sure it is
correctly seated
 Let the assembly return to the ambient temperature. Then remove the guide
pins. Replace the guide pins with the bolts and the washers.
 Torque the bolts acc. AMM
Do a check of the clearance (gap) between the rear edge of the spinner rear
cone and the fan blades acc. AMM.

Maintenance
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DETAIL VIEW

GAP
0,3−1,1 mm SPINNER
FRONT CONE

O−RING
FOR TRAINING PURPOSES ONLY!

SPINNER
THREADED INSERTS FOR REAR CONE
FAN TRIM BALANCE SCREWS

Spinner Cone Removal/Installation

Maintenance
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FAN BLADES MAINTENANCE PRACTICES

Introduction Balance Screws
Sometimes it is necessary to change fan blades if they are damaged. Single or Balance screws are identified by a number corresponding to their moment
pairs of spare blades can then be installed. weight (P01−P02−P03−P04−P05−P06−P07) engraved on screw head.
The spare blades are grouped in pairs so that the difference between the As it may be difficult to read the numbers due to erosion and pollution, the
moment weights is limited to 200 cm.g. relationship between the screw reference and screw length is shown in inches.
However, you must do the checks and corrections described below before and
Fan Blade Moment Weight and Classification Code
after blade installation to limit the engine vibration level and optimize its
operation. Three possible cases may occur: The moment weight (cm.g), is the weight of the fan blade multiplied by the
distance centre of gravity to centre of rotation.
 If you must replace 3 pairs of fan blades or less and if the resultant static
imbalance is less than 200 cm.g no correction is necessary The moment weight is engraved on the lower side of the fan blade root. Weight
and centre of gravity of fan blades is different due to manufacturing tolerances.
 If you must replace 3 pairs of fan blades or less and if the resultant static
imbalance is between 200 cm.g and 400 cm.g, only a static correction of
imbalance is necessary
 If you must replace more than 3 pairs of fan blades or if the resultant static
imbalance is greater than 400 cm.g, a new fan blade distribution by hand
method a computer method and a static correction of imbalance are
necessary.
NOTE: In all replacement cases: 1,2,3....N pairs of fan blades and for
individual fan blade replacement, a vibration survey can be performed
(refer to AMM). Results from the vibration survey will determine if a
trim balance is necessary. In this last case, do a trim balance
operation acc. AMM if the aircraft is at the main base or as soon as
the aircraft returns to the base.
Record location of each blade to be replaced and of each blade opposite.
FOR TRAINING PURPOSES ONLY!

CAUTION: FOR EACH PAIR OF FAN BLADES, INSTALL THE HEAVIER

SPARE BLADE AT THE POSITION OF THE HEAVIER BLADE
TO BE REMOVED.
NOTE: It is advisable to limit the number of balance screws on the spinner
due the complexity and the risk of confusion when performing further
corrections, and to install only one set of balance screws. This
requires the construction of a vector diagram for determining the sum
of the corrections. An example is given in the AMM.
Balance Screws

Maintenance
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08|72−21|FanBlade|5A|L2
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FAN BLADE DAMAGE LIMITS P06 P05 P04 P07 − INITIAL BALANCE SCREWS
BLADE TIP UPPER LINE OF SHROUD BALANCE SCREWS
TO AIRFOIL FILLET RADIUS P0 MARKED ON TOTAL LENGTH
SOCKET HEAD
P0 mm (in.)

THREADS

TOTAL LENGTH
AREA P07 20.3 0.8
P01 33 1.3
D P02 45.7 1.8
P02 P01 P07 P03 P03 58.4 2.3
0.83
P04 71.1 2.8
(21) MIDSPAN P05 83.8 3.3
SHROUD P06 96.5 3.8
AREA
C

0.83
(21) HARDCOAT
SURFACE 3 2 1

INNER LINE OF 36
SHROUD TO
AIRFOIL
FILLET RADIUS Punch Mark
AREA for Blade No. 1
B

TYPICAL SPINNER FRONT

DAMAGE CONE
FOR TRAINING PURPOSES ONLY!

BLADE ROOT
SPINNER REAR CONE
AREA A
BLEND LIMITS CRITICAL AREAS BALANCE SCREWS

Fan Blade Replacement

Maintenance
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FAN BLADE REMOVAL INSTALLATION
NOTE: All fan rotor blades shall be marked or numbered with approved Installation of the Fan Rotor Blades
marking material only
CAUTION: DO NOT DISSOCIATE FAN BLADE PAIRS MATCHED
Removal of the Fan Rotor Blades DURING ORIGINAL ASSEMBLY. BLADES FROM A SAME
PAIR MUST ALWAYS BE LOCATED 180 DEGREES APART.
Remove spinner front and rear cone acc. AMM.
CAUTION: WHEN YOU INSTALL THE FAN BLADES, MAKE SURE
NOTE: Removal will be easier if the fan blade to be removed is
THAT ALL DAMPERS ARE CORRECTLY INSTALLED UNDER
placed at the12 o’clock position.
EACH BLADE PLATFORM.
 Remove, partially or completely, the O−ring located between the fan blade
platform and the fan disk NOTE: Installation will be easier if the fan disk blade recess into which the
blade is to be installed is placed at the 6 O’clock position.
 Slide the spacer toward the front of the disk with the
ADAPTER PULLER − FAN BLADE SPACERS, until the blade retainer is  Apply a thin layer of molycote graphite to the mid−span shrouds, the roots,
released the platform mating surfaces under the platform, the anti wearshields of
dampers and the disk slots
 Slide down the blade retainer located in the fan disk. Remove the blade
retainer  Move the blade rearward into the disk slot. Then, move the blade radially
outward to engage the mid−span shroud with the adjacent blades.
 Move the blade radially inward to disengage the mid−span shroud. Then
slide the blade forward until it comes out of the dovetail slot. Remove the Blade Retainer Installation
blade damper
− Slide the blade retainer into the related disk slot
 Slide the adjacent blades forward, if necessary, as follows:
− Slide the blade spacer into the disk recess until the spacer lug goes
− Pull the spacer under the adjacent blade forward with the ADAPTER, through the retainer slot
PULLER − FAN BLADE SPACERS and snap−on puller slide hammer
− Install the fan blade damper under the blade platform before you install
CG240−9 and snap−on puller rod without end CG−240−8. Slide down
the next blade in its disk slot
and remove the retainer
− Move the blade radially inward to disengage the midspan shroud. Then NOTE: Before installation of the last blade, you must make sure that all fan
slide the blade forward until it comes out of the dovetail slot blade dampers are installed
− Remove blade damper from the disk  Install the other blades, retainers, spacers and fan blade dampers
FOR TRAINING PURPOSES ONLY!

− Do the first three steps for the other adjacent blade NOTE: The midspan shroud section of the blades must engage and mate
with the related midspan shroud sections of the adjacent blades
CAUTION: MAKE SURE THAT ALL THE 36 BLADES, RETAINERS,
SPACERS AND DAMPERS ARE CORRECTLY INSTALLED
 If the O-ring is serviceable apply a thin layer of engine oil and install it by
hand between the blade platform and the disk
 Install spinner rear cone and spinner front cone
 Perform a vibration check according AMM.

Maintenance
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BLADE DAMPER

DAMPER RETAINER

FAN BLADE
FOR TRAINING PURPOSES ONLY!

SPACER FAN DISC

BLADE RETAINER

Fan Blade Removal/Installation

Maintenance
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72−30 HP COMPRESSOR SECTION

OPERATION
The major Components of the compressor are: Compressor rotor and
compressor stator. The front of the compressor stator is supported by the fan
frame and the front of the compressor rotor is supported by the No. 3 bearing in
the fan frame.
The rear of the compressor stator is attached to the combustion case and the
rear of the compressor rotor is attached to the HPT rotor to form the core rotor.
The rear of the core rotor is supported by the No. 4 bearing.
A portion of the fan discharge airflow passes thru the booster to the
compressor. Compression is progressive as the primary airflow moves from
stage to stage through the axial compressor. Air passes through successive
stages of compressor rotor blades and compressor stator vanes, being
compressed as it passes from stage to stage.
After passing through 9 stages of blades, the air has been compressed. The
inlet guide vanes and the first 3 stages of the stator are variable, and change
their angular position as a function of compressor inlet temperature and engine
speed. The purpose of this variability is to optimize efficiency and stall margin
for engine speed, compressor inlet temperature and pressure conditions.
FOR TRAINING PURPOSES ONLY!

Maintenance
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09|72−30|HPC|5A|L3
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4x 5th Stage Air for LPT Nozzle Guide Vane Cooling

1x 5th Stage Air for HPT Clearance Control
FRONT STATOR
CASE
1x 5th Stage Air for Aircraft Pneumatic
1x 5th Stage Air for Inlet Anti Ice

4x 9th Stage Air

for Aircraft Pneumatic
1x 9th Stage Air for HPT
Clearance Control
1x 9th Stage Air for
Start Bleed

REAR STATOR CASE

IGV
1 2 3
FOR TRAINING PURPOSES ONLY!

HPC FRONT SHAFT

STATOR VANE NUMBER BOOSTER AIR HPC ROTOR

HP Compressor
Maintenance
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72−40&OMBUSTION SECTION
COMPONENT DESCRIPTION
General
The combustion case is a fabricated structural weldment located between the
high pressure compressor (HPC) and the low pressure turbine (LPT). It
provides the structural interface, transmits the engine axial load, and provides
gas flow path between the compressor and LPT. The case incorporates the
compressor outlet guide vanes (OGV) and a diffuser for the reduction of
combustion chamber sensitivity to the compressor air velocity profile.

Components
The combustion case encloses the combustion chamber and high pressure
turbine (HPT) components. The combustion chamber, compressor rear
stationary (CDP) seal, HPT nozzle assembly, and HPT shroud/stage 1 LPT
nozzle assembly are mounted in and structurally supported by the combustion
case. The case mounts and positions the 20 fuel nozzles, 2 igniters, and fuel
manifold. The fuel manifold system is composed of a fuel supply manifold
(Y tube), 2 fuel manifolds halves, 3piece drain manifold, and overboard drain
tube.

Ports
There are 6 borescope ports; 4 for inspection of the combustion chamber and
HPT nozzles and 2 for inspection of the HPT blades and shrouds and the stage
1 LPT blades. The case has 4 ports for extraction of compressor discharge air
for customer use, 4 ports for introduction of stage 5 compressor air for LPT
nozzle guide vane cooling, 2 for introduction of air to the shrouds. There is
FOR TRAINING PURPOSES ONLY!

also one port for the following: start bleed dump, P3 sensor, T3 sensor, and
CDP air. There are 2 ports for the spark igniters and 2 ports for turbine
clearance control thermocouples.

Maintenance
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KoA/ B2 Mar 4, 2011 11/2013
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HPT CLEARANCE CONTROL AIR

MID FLANGE

AFT FLANGE
BORESCOPE
BOSS COMBUSTION CHAMBER
HPT NOZZLE FWD
DIFFUSER INNER SUPPORT HPT SHROUD

BOLT

BOLT SHIELD
NUT SHIELD

FUEL NOZZLE PADS

TCASE

HPC 9TH
STAGE
FOR TRAINING PURPOSES ONLY!

VANES
CDP SEAL

LPT STAGE 1
HPC 9TH STAGE BLEED PORT IGNITER PS3 PAD COOLING AIR
BOSS

Combustion Section
Maintenance
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72−507URBINE SECTION

HIGH PRESSURE TURBINE

General Air Cavity
The high pressure turbine (HPT) is a single−stage, air−cooled, high−efficiency An air cavity between the shroud/nozzle support and the combustion case
turbine. Structurally the rotor consists of the: directs mixed 5th and 9th stage compressor bleed air onto the support .This
 Front Shaft cooling air maintains closer tip clearance between the shrouds and the rotor
blades.
 Front Rotating Air Seal
 Disk
 Rear Shaft

Front Shaft
The front shaft forms the structural connection between the compressor rotor
and the HPT rotor, and supports the aft end of the compressor rotor.

Disk
The HPT disk is a forged and machined part that retains the turbine blades in
dovetail slots. The inner part of the disk is cooled by booster discharge air. The
outer part of the disk is cooled by compressor discharge air on the forward side
and fourth stage purge air on the aft side.
Rear Shaft
The rear shaft is bolted to the aft side of the disk at a rabbeted flange and
forms the aft support for the HPT rotor. The shaft is supported by the No. 4
roller bearing which rides on the low pressure shaft. Repairable abrasive
coated seals are machined as an integral part of the rear shaft.
FOR TRAINING PURPOSES ONLY!

Front Rotating Air Seal

The front rotating air seal is bolted between the disk and the front shaft of the
rotor. It forms a cavity between itself and the disk to direct compressor
discharge air against the disk web and out through the turbine blades. The seal
is a labyrinth inclined tooth form that reduces leakage past the seals. The seal
teeth are abrasive coated and repairable.

Maintenance
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HPT BLADES
HPT SHROUD
HPT NOZZLE
SUPPORT
GUIDE VANE
FRONT ROTATING AFT BLADE
AIR SEAL RETAINER

ÈÈÈÍÍÍ HPT DISK

ÈÈÈÍÍÍ DAMPER

ÈÈÈÍÍÍ
SLEEVE

ÈÈÈÍÍÍ
ÈÈÈ HIGH NO. 4 BEARING
PRESSURE OUTER SLEEVE
TURBINE
BALANCE
WEIGHT

9th HPT DISK

(CDP)

HPT REAR
SHAFT

HPT DAMPER
FOR TRAINING PURPOSES ONLY!

FRONT SLEEVE
SHAFT

FRONT HPT FRONT SHAFT

ROTATING
AIR SEAL

HPT Cooling Air Flow NO.4 BEARING

OUTER RACE
Figure 45 High Pressure Turbine
FRA US/T-5 KoA Mar 4, 2011 11|72−50|Turbine|5A|L3 Page 77
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LOW PRESSURE TURBINE

General
The Low Pressure Turbine ( LPT ) module is a 4−stage axial−flow turbine. It is
mounted between the high pressure turbine and the turbine frame. The module
consists of the following major assemblies:
 LPT STATOR ASSEMBLY
 LPT ROTOR ASSEMBLY

Low Pressure Turbine Stator Assembly

The LPT stator assembly consists of the:
 LPT Case Assembly
 Stages 2−4 LPT nozzle assemblies
 Air Cooling Tubes and Manifolds Assembly
 A8 Flange Extension and the Partial Axial Flow Bulkhead Arrangement

LPT Case
Nine EGT (T49.5) thermocouples are installed on the LPT case and inserted
into 9 vanes of the stage 2 LPT nozzle assembly.

Air Cooling Tubes and Manifolds Assembly (LPTCC)

The LPT cooling system includes 2 air cooling manifolds made of steel alloy
and 2 tube halves made of steel alloy. Each manifold and tube half assembly is
made up of 6 tubes provided with orifices which direct the air toward the LPT
case.
Low Pressure Turbine Rotor Assembly
The LPT rotor assembly includes the:
FOR TRAINING PURPOSES ONLY!

 LPT Disks
 Stage 1 Blade Assembly
 Stage 2−4 Blade Assemblies
 Turbine Rotor Support

Maintenance
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EGT PROBES REAR BULKHEAD

LPT CASE AIR
COOLING MANIFOLD
ASSEMBLY
LPT CASE EGT VENT
TUBE

INSULATION
BLANKETS
EGT PROBE

STATOR ASSEMBLY

4
ROTOR ASSEMBLY 3
LPT CASE
2
LPT OUTER
STATIONARY 3 4
2
AIR SEAL 1

ROTATING
AIR SEAL

LPT INNER
STATIONARY
FOR TRAINING PURPOSES ONLY!

LPT DISK AIR SEAL

TURBINE ROTOR SUPPORT

FWD ROTATING
AIR SEAL
INNER FWD ROTATING OIL SEAL

2 3 4 STAGE NUMBERS OF VANES

LPT Rotor & Stator Module

Maintenance
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72−567URBINE FRAME ASSEMBLY

COMPONENT DESCRIPTION
The Turbine Frame consists of:
 Turbine Frame
 No. 5 Bearing Support with Oil Sump Assy
 Oil Inlet Cover
 Flange Assy
 Flame Arrestor
 16 Radial Struts
FOR TRAINING PURPOSES ONLY!

Maintenance
FRA US/T-5Course B1
KoA/ B2 Mar 4, 2011 11/2013
12|72−56|T Frame|5A|L3
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LUGS FOR
AFT ENGINE MOUNT STRUT
OUTER CASING
HUB HEATING
GAS INLET
EXHAUST
HEAT PLUG
HANDLING INSULATION
BRACKET
OIL SUMP ASSY
OIL INLET
COVER

ADJUSTING FLAME
SLEEVE ARRESTOR

OIL SUPPLY
HANDLING TUBE
BRACKET NO. 5 BEARING
SUPPORT FLANGE
ASSEMBLY
FOR TRAINING PURPOSES ONLY!

SCAVENGE TUBE

OIL SUPPLY CAVITY DRAIN

SCAVENGE TUBE
TUBE TUBE

Turbine Frame Assembly

Maintenance
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72−60$CCESSORY DRIVE SECTION

ACCESSORY GEARBOX DESCRIPTION
Power for both engine and aircraft accessories is extracted thru a system of
gearboxes and shafts. The accessory gearbox, which is supported by the
compressor case, takes power from the core engine compressor stub shaft.
An inclined radial drive shaft transmits this power to the transfer gearbox,
mounted below the compressor stator casing.
IDG STARTER
A horizontal drive shaft then transmits the power to the core mounted

ACCESSORY GEARBOX
accessory drive gearbox.

The accessory gearbox drives the following equipment:

 IDG (electrical power generation) FADEC TRANSFER
ALTERNATOR GEARBOX
 FADEC Control Alternator
 Hydraulic pump (hydraulic power generation)
 The Fuel Pump and HMU HYDRAULIC

FUEL PUMP
 Lubrication Unit PUMP

HMU

LUBRICATION
UNIT
FOR TRAINING PURPOSES ONLY!

AGB Drive Section

Maintenance
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KoA/ B2 Mar 4, 2011 11/2013
13|72−60|AGB|5A|L2
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INLET GEARBOX HORIZONTAL

ACCESSORY GEARBOX TRANSFER
DRIVE SHAFT HOUSING GEARBOX
FAN FRAME

RADIAL DRIVE SHAFT STARTER

PAD
FUEL PUMP
MID−LENGTH
AND HMU
ROLLER
BEARING
OUTER RADIAL
DRIVE
SHAFT HOUSING

IDG PAD
ACCESSORY GEARBOX

HAND CRANKING
DRIVE

CONTROL ALTERNATOR
POSITION
FOR TRAINING PURPOSES ONLY!

HYDRAULIC PUMP
PAD
TRANS- LUBRICATION UNIT
FER
GEAR-
BOX
HORIZONTAL
DRIVE FWD
HORIZONTAL
SHAFT DRIVE SHAFT HOUS-
ING

Accessory Gearbox
Maintenance
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13|72−60|AGB|5A|L2
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ACCESSORY GEARBOX SEALS The Sealol Seal

consists of the following parts:
There can be two seal types used:
 A mating ring ( glazed face ) with four lugs engaging the four corresponding
 The MAGNETIC SEAL and the SEALOL SEAL. They are interchangeable.
slots in the gear shaft ball bearing.
The Magnetic Seal (Option)  A cover, secured to the bearing housing with nuts, to ensure constant
consists of a the following parts: contact between the glazed face and the static part of the seal.
 nonmagnetic seal housing
 a magnetic seal with a glazed face CAUTION: THE SEALOL SEALS ARE MATCHED ASSEMBLIES. IF ONE
 a carbon seal held by the magnet on the rotating part OF THE COMPONENTS IS DAMAGED, REPLACE THE
COMPLETE SEAL.
The pull of the magnet maintains constant contact with the magnetic seal
glazed seal face. This seal is used for the starter and the IDG drive pad.
CAUTION: THE MAGNETIC SEALS ARE MATCHED ASSEMBLIES. IF
ONE OF THE COMPONENTS IS DAMAGED, REPLACE THE
COMPLETE SEAL.

MAGNETIC SEAL (OPTION) SEALOL SEAL

SEALOL SEAL
HOUSING ASSY

WASHER
RETAINING
RING NUT
O-RING
FOR TRAINING PURPOSES ONLY!

O-RING

MAGNET

ROTATING
SEAL MATING RING
HOUSING O-RING

CARBON
N RING O-RING

Maintenance
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MAGNETIC SEAL (OPTION) SEALOL SEAL

GEAR
WASHER ROTATING
MATING
SEALOL O-RING RING
AREA TO BE SEAL
CLEANED NUT
HOUSING
WITH SOLVENT

A
RETAINER AREA TO
BE
CLEANED
O-RING SEAL WITH
SOLVENT
A
NUT
USHER
GEAR SHAFT
NON-MAGNETIC O-RING O-RING SEAL
SEAL HOUSING A

A O-RING ROTATING
MAGNETIZED MATING
CARBON O-RING
MATING RING RING
CONTACT SEAL
FOR TRAINING PURPOSES ONLY!

FACE SEALOL
SEAL
POLISHED HOUSING
CONTACT CARBON
FACE CONTACT
FACE
ROTATING POLISHED
O-RING SEAL RING CONTACT
ASSEMBLY FACE
O-RING O-RING

Accessory Drive Seals

Maintenance
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KoA/ B2 Mar 4, 2011 11/2013
14|72−60|Seals|5A|L3
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ATA 72 - Power Plant

CFM56-5B (Differences)

Maintenance Course B1 / B2 11/2013

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ATA 72-00 ENGINE - GENERAL

7
ENGINE STATION AND STAGES PRESENTATION
Station numbers are assigned to identify specific positions along the Engine stations are labeled continuously from 1 to 5 along the aerodynamic
aerodynamic flowpath of an engine. flowpath.
A station is a position at the engine, where thermodynamically changes The station numbers are also used to identify instrumentation positions for
(Pressure, temperature or airspeed) starts or ends. pressure and temperature sensors. Temperature sensors are labeled with ”T”,
pressure sensors are labeled with a ”P”, followed by a station number.

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
FOR TRAINING PURPOSES ONLY!

P0

STATIONS OF
SECONDARY AI5FLOW COMPRESSOR DISCHARGE
PRESSURE AND TEMPERATURE
P3/T3
S13
OG
Maintenance
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USED
LEGENDE (HORIZONTAL)
A B C D E F G H I
FOR A FUEL METERING VALVE
B VARIABLE STATOR VANES / VARIABLE BLEED VALVES

RACC/SB/TBV

START / IGN
C HIGH PRESSURE COMPRESSOR TURBINE CLEARANCE CONTROL

CON MON
VSV/VBV
D LOW PRESSURE COMPRESSOR TURBINE CLEARANCE CONTROL

HPTCC
LPTCC
E ROTOR ACTVE CLEARANCE CONTROL /START BLEED OR TRANSIENT

ECAM
FMV
BLEED VALVE CONTROL

BSV
F BURNER STAGING VALVE
G AUTO START & IGNITION
01 T 12 H CONDITION MONITORING
02 T 25 I ELECTRONIC CENTRALIZED AIRCRAFT MONITORING

03 T 3.0
04 T 49.5
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
FOR TRAINING PURPOSES ONLY!

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

Aerodynamic Stations
Maintenance
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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 4 HPT ACC
5 HIGH PRESSURE 5 CUST. BLEED, Eng. Anti Ice (A/I),
6 COMPRESSOR 6
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 TURBINE 1

FOR TRAINING PURPOSES ONLY!

ACTIVE CLEARANCE CONTROL

1 1
2 2 ACTIVE CLEARANCE CONTROL
3 LOW PRESSURE TURBINE 3
4 4

EXHAUST NOZZLE

Maintenance
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5 ST. LP COMPRESSOR ANNULAR

9 STAGE HPC COMBUSTOR
(4 STAGE BOOSTER)
(SAC OR DAC)

1 ST. HPT
FAN 4 ST. LPT
DIAMETER 68.3“
FOR TRAINING PURPOSES ONLY!

Engine Cross Section

Maintenance
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72−20)AN SECTION
REAR FLANGE

SPINNER COMPONENT DESCRIPTION

Front Cone
Interference fit and single annular mounting positions are characteristics of the
installation of the front and rear cone onto the fan disk.
The spinner front cone has an offset hole on its rear flange, identified by an
indent mark, to ensure correct alignment for installation onto the rear cone front
flange.The rear flange has 6 mounting screw locations and 3 threaded inserts,
located every 120°, for installation of jackscrews used in removal procedures.
Spinner Rear Cone
The front flange of the spinner rear cone has 6 line replaceable, crimped,
self−locking nuts.
The inner rear flange has 12 mounting screw holes, for installation onto the fan 12 MOUNTING
disk, and there are a further 6 threaded holes for the installation of jackscrews SCREW HOLES
used in rear cone removal procedures.
Both front and rear flanges have an offset hole to ensure correct installation
and they are identified by indent marks.
The rear cone also has an integrated air seal that is glued to its inner rear
flange.
The rear cone prevents axial disengagement of spacers used in the fan blade
retention system. JACKSCREW HOLE
lt also supports a series of balancing screws that are installed on its outer GLUED
diameter. There are two sets of balancing screws available and the screws in SEAL
FOR TRAINING PURPOSES ONLY!

each set are identified as either P01 to P07 or, P08 to P14. The numbers,
which are engraved on the screw heads, are equivalent to various weights.
An indent mark is located in between two balancing screws for correct
installation of the rear cone onto the fan disk and for identification of fan blade
No.1.
CRIMPED
SELF-LOCKING NUTS

6SLQQHU5HDU&RQH

Maintenance
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FAN BLADE
OFFSET HOLE
INDENT MOUNTING FAN BLADE
MARK SCREW

8 MOUNTING SCREWS
LOCATION BALANCING SPACER SPACER
SCREWS
FOR TRAINING PURPOSES ONLY!

FAN DISK

BALANCING SCREWS INDENT MARK

3 JACKSCREW LOCATIONS

Spinner Cones
Maintenance
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72−23 FAN FRAME ASSEMBLY

FAN MODULE COMPONENT DESCRIPTION
Fan Inlet Case
The inner surface of the upstream fan inlet case is lined with 6 forward
acoustical 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
acoustical panels.
The fan inlet case also houses the OGV (Outlet Guide Vane) assembly.
Fan Frame
The fan frame has 12 radial hollow struts that house various equipment and
lines. Compartments formed between the adjacent struts house VBV (Variable
Bleed Valve) 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 HPC (High Pressure Compressor) section.

The OGV (Outlet Guide Vane) 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.
FOR TRAINING PURPOSES ONLY!

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.

Maintenance
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ABRADABLE OUTLET OGV FAN AFT FAN OUTER

SHROUD GUIDE INNER ACOUSTICAL FRAME PLATFORM
VANE SHROUD PANEL CASING

FAN FAN MID UNPLUGGED

FORWARD ACOUSTICAL BORESCOPE
ACOUSTICAL PANEL PANEL
PANEL S03
S05

STRUT OGV

SPLITTER
FAIRING

VBV
ACTUATOR
FOR TRAINING PURPOSES ONLY!

INNER
PLATFORM

Fan Inlet Case/Fan OGV

Maintenance
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72−20 FAN SECTION

FAN BLADE/FRONT AND REAR CONE
Fan Blades
There are 36 titanium alloy, mid−span shrouded, fan blades approximately
23 inches (584,2 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 retHQWLRQ lug, machined in the rear end of blade root, engages the
forward 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
attachment 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.
FOR TRAINING PURPOSES ONLY!

Maintenance
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Fan Blades

Booster Spool
Washer
Booster Spool
Bolt
Front Flange
Fan Disk

Retention Slot

Retention Lug 2ND

FOR TRAINING PURPOSES ONLY!

STEP

Spinner Front Cone

1ST
Spinner Rear Cone STEP
Bolt Balancing Screws

Spinner Rear Cone

Spacer Mounting Flange Fan Disk

Fan Blade Retention

Maintenance
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FAN COMPONENT AND BALANCING DESCRIPTION

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
recesses No.1 and 1R5.
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.
FOR TRAINING PURPOSES ONLY!

Maintenance
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36 FAN BLADES

SPHERICAL
IMPRINT
RETAINER LUG

DISK

OFFSET HOLE

SPACER
FOR TRAINING PURPOSES ONLY!

Fan Disk and Blades

Maintenance
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FAN BLADES (CONT.)
Each blade has specific indications engraved on the bottom of the root:
 Part number
 Serial number
 Momentum weight
 Manufacturer code
The fan blade root pressure faces are sprayed with an anti−friction plasma
coating, and dry molybdenum base film is applied to the blade roots.
The fan blade mid−span shroud contact surfaces are coated with
tungsten−carbide.

COLD FAN BALANCING

Engine Fan Trim Balance
Trim balance is a procedure used to reduce the engine vibration level. This
procedure must be applied every time the engine vibration level reaches 8.0
mils, which leads to rapid loss of the EGT margin, every time the engine
vibration result in significant cabin noise, or after an engine check.
This procedure is known as Cold Trim Balance because it consists in correcting
the imbalance on a cold engine without the need for successive ground runs to
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
performed 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
FOR TRAINING PURPOSES ONLY!

inflight recording of the vibration delivered by the engine No.1 and TRF
bearing vibration sensors.

Maintenance
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MOMENTUM MANUFACTURER CODE

WEIGHT PART NUMBER

EXAMPLE SPECIFIC CARBIDE COATING

SERIAL NUMBER
INDICATIONS SUB-CONTRACTOR NUMBER

FAN BLADE

CARBIDE COATING

Cu-Ni-In COATING AND

FOR TRAINING PURPOSES ONLY!

MOLYBDENUM FILM

HARD COATING
SURFACE
SPECIFIC
INDICATIONS
Fan Blade Root
Maintenance
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72−30+P COMPRESSOR SECTION

COMPONENT DESCRIPTION
The major components of the HPC (High Pressure Compressor) are: Front Shaft
 one compressor rotor The front shaft which is bolted between the stage 1−2 spool and stage 3 disk,
 one compressor stator is the forward support for the rotor. The shaft is splined and secured to the IGB
(Inlet Gearbox) horizontal bevel gear by a coupling nut. The IGB contains the
 one compressor rear frame.
thrust anti−orbiting bearings for the core engine. This shaft is made of a
A portion of the fan discharge airflow passes through the booster and titanium alloy.
compressor. The front of the compressor stator is supported by the fan frame,
and the compressor rotor is supported by the No. 3 bearing in the fan frame. Disk and Spools
The rear of the compressor stator is supported by the combustion case forward The stage 1−2 spool and stage 3 disks are made of titanium alloy forgings and
flange, and the rear of the compressor rotor is supported by the No. 4 bearing retain the blades in axial slots.The stage 4−9 spool is made of a nickel alloy
in the turbine rear frame. and retains all blades in circumferential grooves.
Air, taken in through the fan and booster sections passes through successive The rotor internal temperature is maintained below pressure compressor
stages of rotor blades and stator vanes, being compressed as it passes from (booster) discharge air which enters through holes in the front shaft and 5th
stage to stage. After passing through the 9 HPC stages, the air is fully stage air, provided by the RACSB (Rotor Active Clearance Start Bleed) valve
compressed. through the fan frame. Labyrinth seals between the rotor blade stages improve
The inlet guide vanes and the first 3 stages of the stator are variable, and compressor performance.
change their angular position as a function of compressor inlet temperature and
engine speed. The purpose of this variability is to optimize efficiency and Blades
provide improved stall margin. Blades in stages 1, 2 and 3 are made of titanium alloy. Blades in stages 4
through 9 are made of nickel alloy. The first 3 stages of blades are secured in
The HPC (High Pressure Compressor) rotor. the disk and spool axial slots by retaining rings; blades in the stages 4−9 spool
The HPC (High Pressure Compressor) rotor is a 9−stages, high−speed, are secured in the circumferential grooves by locking lugs. All blades are
spool−disk structure. replaceable without disassembling the rotor.
The HPC rotor consists of 5 major parts:
Rear Seal
FOR TRAINING PURPOSES ONLY!

 front shaft
The HPC rotor rear rotating (CDP) air seal is a one−piece nickel alloy forged
 stage 1−2 spool part with abrasive, protective−coated labyrinth seals. The seal is mounted to
 stage 3 disk the aft flange of the stages 4−9 spool by a tight fitting rabbet diameter and is
 stage 4−9 spool axially clamped by the bolts and nuts securing the forward flange of the high
pressure turbine rotor to the compressor.
 rear CDP (Compressor Discharge Pressure) 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.

Maintenance
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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.
FOR TRAINING PURPOSES ONLY!

HPC FRONT SHAFT HPC ROTOR CDP SEAL DISK

8. Stage Number of Vanes

High Pressure Compressor

Maintenance
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72−50 TURBINE SECTION

HIGH PRESSURE TURBINE

General
The turbine section provides the necessary power to drive the compressor
rotors. lt consists of the
 HPT (High Pressure Turbine)
 LPT (Low Pressure Turbine)

HPT (High Pressure Turbine)

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
1st 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.
FOR TRAINING PURPOSES ONLY!

Maintenance
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HPC 4th/9th STAGE HP 4th STAGE

COOLING AIR COOLING AIR
LPT STATOR

COMBUSTOR CASE

STAGE1
LPT NOZZLE

HPT NOZZLE
HPT ROTOR

HPT SHROUD
FOR TRAINING PURPOSES ONLY!

HPTCC VALVE

High Pressure Turbine

Maintenance
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72−00 ENGINE GENERAL CONCEPT PRESENTATION

The main hardware components are located in the core section of the engine.
E
CDP (Compressor Discharge Pressure) air is delivered to the combustion
section 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 HPT (High Pressure Turbine) components:
 CDP seal
 HPT (High pressure Turbine) nozzles
 HPT shroud
 LPT (Low Pressure Turbine) stage 1 nozzle assembly
FOR TRAINING PURPOSES ONLY!

Maintenance
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CFM56−5B DAC Core Engine

Maintenance
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72−40 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
Pressure Compressor section and the Low Pressure Turbine section.
The front face of the combustor is attached to the rear of the compressor
module.
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:
 Pilot
 Main 1
 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
monoxide and unburned hydrocarbons and acts as a pilot source of heat for
the main dome.
Main Dome
FOR TRAINING PURPOSES ONLY!

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.

Maintenance
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FUEL NOZZLES

BLEED PORTS
FOR TRAINING PURPOSES ONLY!

Combustion Case
Maintenance
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COMBUSTOR
OUTER CASING

SPARK IGNITER
FERULES

SWIRL CUPS

DILUTION HOLE

TBC
FOR TRAINING PURPOSES ONLY!

LINER

CENTERBODY

FORWARD INNER SUPPORT

COWL
TBC: THERMAL BARRIER COATING
Combustion Chamber
Maintenance
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72−56 TURBINE FRAME ASSEMBLY

COMPONENT DESCRIPTION
GENERAL No. 5 Bearing Support
The turbine frame module is the major structural assembly at the rear of the The No.5 bearing support is made of steel alloy. Its outer flange mounts to the
engine. It supports the LPT (Low Pressure Turbine) rotor rear section and turbine frame hub inner front flange. The front bore of the No.5 bearing support
provides for engine rear mounting on the airframe. The turbine frame includes contains the No.5 bearing outer race and a concentricity−adjusting sleeve. The
the following major parts: rear face of the support carries the oil inlet cover which supports the oil supply
 turbine frame 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.
 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
forward side provides support and attachment for:
 the No.5 bearing support (hub inner front flange)
 the oil collector of the aft oil sump assembly (hub outer front flange)
On its aft side, the hub provides support and attachment for:
 the flange assembly
 supports for the flame arrestor
FOR TRAINING PURPOSES ONLY!

 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.

Maintenance
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CLEVIS MOUNTS

HUB STRUCTURE

NO. 5 BEARING SUPPORT

FOR TRAINING PURPOSES ONLY!

TURBINE
OUTER CASING STRUTS

AFT SUMP ASSY

OIL LINES TO/FROM
AFT OIL SUMP
View Aft Looking Forward
Turbine Frame Assembly
Maintenance
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Technical Training A320 Family

ATA 79 - Oil

Maintenance Course B1 / B2 11/2013

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ATA 79-00 OIL - GENERAL

OIL
7 SYSTEM INTRODUCTION
General
The lubrication system of one engine is completely self−contained and
separated from the other engine or aircraft fluid systems.
Oil is distributed to components requiring lubrication and cooling by one
lubrication pump element. Distribution is controlled by nozzles which direct the
oil to the bearings of the forward and aft Sumps. It also lubricates bearings and
gears in the transfer gearbox and accessory gearbox.
Four scavenge pump elements in the pump remove oil from the engine bearing
sumps and gearboxes and return the oil to the tank.
Related oil system sensors deliver signals to the engine system display for
monitoring purposes.
FOR TRAINING PURPOSES ONLY!

Maintenance
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OIL
TANK

SUPPLY
PUMP

ENGINE
SENSORS ENGINE
SYSTEM
DISPLAY
FOR TRAINING PURPOSES ONLY!

SCAVENGE
PUMPS

Oil System Presentation

Maintenance
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CFM 56−5 OIL SYSTEM DESCRIPTION

General Oil Vent Circuit
The oil system includes a: Some air within the scavenge oil is separated in the tank by a Deaerator and is
 Supply Circuit vented to the Forward Sump through the Transfer Gearbox and Radial Drive
Shaft.
 Scavenge Circuit
The Sumps are vented Overboard through the Low Pressure Turbine Shaft to
 Vent Circuit
prevent Overpressure in the Sump.
The Major Components of the Oil System are: Air entrapped in the Scavenge Oil Pressurizes the Tank and provides adequate
Oil Pressure to the Supply Pump.
 The Oil Tank
 The Lubrication Unit System Monitoring and Limitations
 The Servo Fuel Heater The operation of the engine oil system may be monitored by the following flight
 The Main Fuel Oil Heat Exchangers. deck indications.
Indicating and Monitoring is provided by the Detectors and Sensors shown on  engine oil pressure
the Schematic.  engine oil temperature
− Minimum prior exceeding Idle: -100C
Oil Supply Circuit
− Maximum Continuous: 1400C
The Oil from the Tank passes through the Supply Pump and Supply Filter to
lubricate the Forward and Aft Sump, and also the Accessories and Gearboxes. − Maximum Transient: 1550C
The Oil Supply Line incorporates a Visual Filter Clogging Indicator, an Oil  oil tank contents 24 US qt
Temperature Sensor, an Oil Low Pressure Switch and an Oil Pressure
Transmitter for Indication and Monitoring. An Oil Quantity Transmitter is In addition warnings may be given for the following abnormal conditions:
provided on the Oil Tank.  LOW OIL PRESSURE
− Red Line Limit: 13 PSI
Oil Scavenge Circuit
 high oil pressure
The Oil from Bearings, Transfer Gearbox and Accessory Gearbox returns to
the Tank by means of four Scavenge Pumps protected upstream by Strainers − Advisory: 90 PSI
FOR TRAINING PURPOSES ONLY!

and Chip Detectors.  scavenge filter clogging

To keep Oil Temperature within Limits, the Oil is cooled through the Servo Fuel
Heater and the Fuel/Oil Heat Exchanger.
In Case of Scavenge Filter Clogging, an Oil Differential Pressure (Delta P)
Switch signals it to the Cockpit and its Clogging Indicator shows it on the
Engine system page with a message on E/WD accompanied by a single chime

Maintenance
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FOR TRAINING PURPOSES ONLY!

Oil System General

Maintenance
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OIL SYSTEM OPERATION

General After having circulated through those elements, the oil is sent back into the
The lubrication functions are provided by the lubrication unit. tank. The oil passes through a deareator which separates the oil and the air.
The air is then sent to the vent system.
The lubrication unit provides oil under the required pressure for lubrication of
the 4 engine sumps, for scavenge of the oil after lubrication and circulation to The scavenge circuit main components are as follows:
the oil/fuel heat exchanger and oil tank. The lubrication unit its mounted on the  Four scavenge screens with chip detectors,
AGB front face.  Four scavenge pumps,
Description  One common scavenge filter,
The lubrication unit has a single housing containing the following items:  Oil/fuel heat exchanger.
 Five positive displacement pumps (one oil supply and 4 scavenge pumps). Oil/fuel Heat Exchanger
 Six filters (one oil supply filter, 4 chip detectors and scavenge pumps filters). The scavenged oil flows the lubrication unit through a pipe outside the unit to
 One relief valve (on oil supply pump discharge side). the servo fuel heater and the main oil/fuel heat exchanger, and then back to
 Two clogging indicators (one for the oil supply filter and one for the main the oil tank.
scavenge filter). The oil/fuel heat exchanger cools the oil by using fuel as a cooling medium.
 Two bypass valves (one for the oil supply filter and one for the main The oil/fuel heat exchanger is installed on the fuel pump, between the AGB aft
scavenge filter). face and the servo fuel heater at the 9 o’clock position, aft looking forward.
The oil/fuel heat exchanger is of tubular type. It consists of a removable core,
Supply
housing and cover.
Oil from the oil tank is routed to the lube pump which is protected upstream by
The oil to fuel heat transfer is achieved through conduction and convection
a strainer and magnetic plug located at the bottom of the tank and downstream
within the exchanger where both fluids are circulated.
by a supply filter. The oil pressure is between 2.50 bars and 2.70 bars
(36 PSID − 39 PSID). Fuel from the fuel pump and from HMU enters the inlet. It flows in one direction
through one half of the core tubes to the end cover. At the end cover, the fuel
The oil then is routed through a line.
flows around the baffle and back through the other half of the core tubes to the
Tappings are provided on this line to distribute the oil to the various items to be fuel outlet. The fuel portion of the exchanger is equipped with a pressure relief
lubricated [forward sump (bearings 1, 2, 3), aft sump (bearings 4, 5), TGB, valve which bypasses fuel around the exchanger if core clogging impedes fuel
FOR TRAINING PURPOSES ONLY!

AGB]. flow.
Scavenge Oil from the scavenge system enters the oil inlet. The oil flows around the fuel
The oil which has lubricated the engine bearings, accessory gearbox and TGB tubes, as routed by interior baffles, and exits at the oil outlet. The oil portion of
is scavenged by 4 pumps protected by a strainer equipped with a magnetic the exchanger is equipped with a pressure relief valve which bypasses oil
through the exchanger if core clogging impedes oil flow.
chip detector.
This oil is then collected in a single line comprising: Indicating
 a scavenge filter, The filter clogging system indicates that the filter is clogged, when the
 an oil/fuel heat exchanger. scavenge filter pressure differential reaches 25.5 PSID.

Maintenance
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ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ LOW OIL OIL PRESSURE

ANTI ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
PRESSURE SWITCH

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
TRANSMITTER

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Ï
SIPHON
DEVICE

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Ï FOHE

OIL QTY XMTR

DE-AERATOR
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Ï
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Ï ÏÏÏÏÏÏÏÏ
LP

GLASS
SIGHT
FUEL

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏ
Ï ÏÏÏÏÏÏÏÏ
FWD SUMP CENTER AFT SUMP
(BRG#1,#2,#3) (BRG#4,#5)

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏ ÏÏ
DE-OILER VENT TUBE DE-OILER
OIL TANK

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏ
Ï
SERVO

SHAFT HOUSING
FUEL
MAGNET PLUG

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Ï

RADIAL DRIVE
& SCREEN

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏ
SFH

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
OIL SCAVENGE

SVAVENGE
FILTER dP-SWITCH TEMP ENG

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏ

FILTER
OIL (TEO)

LUBRICATION UNIT
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
SUPPLY FILTER
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Ï
BYPASS VALVE & OIL
CLOGGING INDICATOR TEMP

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Ï
SENSOR
(ECAM)

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏ
SCAVENGE PUMPS (4EA)

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏ
COLD START AGB TGB
PRESSURE
FOR TRAINING PURPOSES ONLY!

RELIEF VLV
SUPPLY
PUMP

SCAVENGE
SCREENS
WITH INDIVIDUAL
CHIP DETECTORS

PUMP SUPPLY PRESSURE OIL

Figure 53 Oil System Schematic

SCAVENGE OIL
ÏÏÏÏ VENT PRESSURE

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79−11 STORAGE

SYSTEM PRESENTATION
Oil Tank Oil Tank Pressurization and Venting
The Oil Tank Includes the following components: In normal operation, the tank is pressurized by the air included in the scavenge
 Oil Quantity Transmitter oil. The pressurizing air in the tank is up to 0.8 bar above the external pressure.
 Pressure and Gravity Fill Ports The oil−in tube port discharges tangentially into a cavity connected with the
tank vent and directing the air/oil mixture to a static air/oil separator.
 Sight Glass for level indication
During engine shut down, the pressurizing air is vented overboard, thus
 Static Air and Oil Separator
enabling the oil level to be checked five to thirteen minutes after engine shut
 Magnetic Drain Plug down by opening the gravity filler cap or by looking at the cockpit indication.
 Oil Scupper to drain oil spills during filling The tank is vented to the forward sump through the transfer gearbox and radial
drive shaft housing. Thus, oil tank pressure is adequate to provide
Oil Tank Characteristics
pressurization of the supply pump inlet.
US Quarts Liters When engine N2 RPM increases from idle to take-off the quantity of oil in the
tank may decrease to between 6 US Quarts (5.7 liters) and 8 US Quarts
Max. unusable Quantity 2.5 2.35 (7.6 liters) due to gulping effect.
Max. gulping effect 8 7.56
Engine Oil Servicing
Min. useable oil volume 10 9.46
Wait and let the pressure in the tank decrease for at least 5 minutes after
Max. oil total capacity 21.9 20.7 engine shut down, before opening the filler cap.
Total tank volume 24 22.7 In case of using the pressure fill port, open also the overflow port to make sure
that the oil system will not be overfilled. The correct level can be checked on
ECAM Oil Quantity Indication on Ground the sight glass.
Before engine start: NOTE: The oil system can be refilled any time.
 11 quarts plus estimated consumption (0,3qts/h)
FOR TRAINING PURPOSES ONLY!

Engine at ground idle:

 5 quarts plus estimated consumption (0,3qts/h)

Maintenance
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A
VENT (TO TGB) OIL LEVEL
TRANSMITTER
UPPER MOUNT PORT
FILLER CAP
OVER-
OIL IN FLOW
PORT

STATIC AIR/OIL
SEPARATOR

SERVICING PORTS
ENVELOPE SCUPPER OVERFLOW
FILLING PORT
FILLER
REMOTE CAP
FILLING
PORT
FULL MARK
LOWER MOUNT
LOWER MOUNT
FOR TRAINING PURPOSES ONLY!

SIGHT GAGE

OIL OUT REMOTE

(TO LUBRICATION FILLING
UNIT SUPPLY PUMP) PORT
SELF SEALING
MAGNETIC DRAIN PLUG

Oil Tank
Maintenance
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79−21 DISTRIBUTION

COMPONENT DESCRIPTION
LUBRICATION UNIT Lube Pump Supply Filter
Downstream of the supply pump, the oil flows through the supply filter
General
assembly. The filter has the following components:
The lubrication unit provides oil under the required pressure for lubrication and
 One filter (15 microns).
for scavenge of the oil after lubrication and circulation to the oil/fuel heat
exchanger and oil tank. The lubrication unit its mounted on the AGB front face.  One clogging indicator subjected to the upstream and downstream
pressures of the supply filter. The indicator has a red warning indicator and
Description is rearmed manually.
The lubrication unit has a single housing containing the following items:  One bypass valve which opens if the supply filter clogs
 Five positive displacement gear type pumps (2.50 bars to 2.70 bars) (36 psid to 39 psid).
(one oil supply and four scavenge pumps)  Two capped provisions for a pressure gage upstream of the filter, and a
 Six filters (one oil supply filter, 4 chip detectors and scavenge pump filters). temperature sensor.
 One relief valve (305 psi, on oil supply pump discharge side) Scavenge Filter
 Two clogging indicators (one for the oil supply filter and one for the main The flow from the 4 scavenge pumps are mixed together at the scavenge
scavenge filter) common filter inlet. This filter assembly consists of the following parts:
 Two bypass valves (one for the oil supply filter and one for the main  One 25 micron filter.
scavenge filter)
 One clogging indicator, similar to the one on the supply filter
Anti Syphon System (2 bars to 2.3 bars) (29 psid to 33 psid).
The supply lines from the oil tank to supply the pump has an antisiphon device  An upstream and a downstream provision for measurement of filter
to prevent the drainage of the lube tank into the gearboxes and sumps when pressure loss as a function of clogging. Filter clogging is indicated on the
the engine is shut down for extended periods. ECAM system.
 One bypass valve which opens if the filter clogs (2.5 bars to 2.7 bars)
(36 psid to 39 psid).
FOR TRAINING PURPOSES ONLY!

Maintenance
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OIL
FROM
DOWNSTREAM PRESSURE
TANK PROVISION PLUG
TEMPERATURE SENSOR
POSITION
OIL TO
TANK

UPSTREAM PRESSURE
PROVISION PLUG

CLOGGING INDICATOR

SUPPLY FILTER PRESSURE RELIEF VALVE

SCAVENGE FILTER
CHIP DETECTORS

TGB SCAVENGE

AGB SCAVENGE
FOR TRAINING PURPOSES ONLY!

AFT SUMP SCAVENGE

FORWARD SUMP SCAVENGE

Lubrication Unit
Maintenance
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MAGNETIC CHIP DETECTORS
The oil which has lubricated the engine bearings, accessory gearbox and TGB
is scavenged by four pumps protected by a strainer equipped with a magnetic
chip detector.
The air/oil mixtures are passed through the chip detectors and the scavenge
filters, and then to the specific scavenge pump. Four Chip Detectors installed
on the Lube unit:
 TGB Scavenge Chip Detector
 AGB Scavenge Chip Detector
 AFT Sump Scavenge Chip Detector
 FWD Sump Scavenge Chip Detector
Chip Detector Removal
Chip detector assembly can be removed by depressing it and rotating it one -
quarter of a turn counter-clockwise (CCW).
Chip Detector Installation
Align plug keys of magnetic plug with sleeve keyways and rotate a quarter of a
turn clockwise to complete engagement of keys in keyways. Ensure chip
detector and magnetic plug assembly has snapped down into its lock position
by pulling detector down, while lightly rotating from side to side. Flats of handle
must be perpendicular to the center line of lube unit. Magnetic plugs are
provided with a red point on plug handle. The red point must face the filters.
FOR TRAINING PURPOSES ONLY!

Maintenance
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FWD AFT AGB TGB

SCAVENGE
FILTER NON REMOVABLE
SEAL

LOCKING PIN
MAGNETIC ROD
FOR TRAINING PURPOSES ONLY!

O-RING

Chip Detector
SCREEN

Magnetic Chip Detectors

Maintenance
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MAIN FUEL OIL HEAT EXCHANGER SERVO FUEL HEATER
Purpose Purpose
The oil/fuel heat exchanger cools the oil by using fuel as a cooling medium. The servo fuel heater raises the temperature of the fuel. This prevents ice from
The oil to fuel heat transfer is achieved through conduction and convection entering the control servos inside the hydromechanical fuel unit (HMU).
within the exchanger where both fluids are circulated. Fuel from the fuel pump
and from HMU enters the inlet. Oil from the scavenge system enters the oil Location
inlet. The servo fuel heater is mounted on the aft section of the main oil/fuel heat
exchanger located on the accessory gearbox (AGB) aft face, between the oil
Location tank and the fuel pump/HMU package.
The oil/fuel heat exchanger is installed on the fuel pump, between the AGB aft
face and the servo fuel heater at the 9 o’clock position, aft looking forward. Description
The servo fuel heater is a heat exchanger using oil as its heat source. Heat
Description exchange between oil and fuel occurs by conduction and convection inside the
The oil/fuel heat exchanger is of tubular type. It consists of a removable core, a unit. The two fluids circulate in the servo fuel heater through separate
housing and a cover. flowpaths.
The housing contains the core of the oil/fuel heat exchanger. The following
items are located on the outside of the oil/fuel heat exchanger housing:
 One oil pressure relief valve and one fuel pressure relief valve
 One drain port which collects possible fuel leaks from core and inner seal
cavities and prevents fuel from leaking into the oil cavity and contaminating
the oil system
 One attaching flange for the servo fuel heater
 One flange for attachment to the fuel pump
 One port on fuel−in for fuel returned from HMU after circulating through the
IDG oil cooler
FOR TRAINING PURPOSES ONLY!

Maintenance
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OIL TANK
OIL RETURN FUEL OIL HEAT FUEL FROM FUEL TO HMU
SERVO FUEL
TUBE EXCHANGER FUEL PUMP
HEATER
WASH FILTER

OIL FLOW WHEN OIL IN

CORE CLOGGED

CORE

FORWARD
IDG FUEL PUMP FUEL FILTER
FOR TRAINING PURPOSES ONLY!

OIL OUT
COOLER

FUEL IN
FUEL OUT

Main Fuel Oil Heat Exchanger

Maintenance
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79−30 INDICATING

ECAM DESCRIPTION
Oil Temperature Indication
Flashes Green ( Advisory ) when Temp  140° C
Is amber when 155°C or 15 min >140°C.

Oil Pressure Indication

Color turns red (Warning ) when Pressure <13 PSI.

Oil Quantity Indication

Flashes Green (Advisory) when quantity < 4 Quarts.

Oil Filter Clogging Indication

(White and Amber) Warning appears on the Screen when the Engine
Scavenge Filter is Clogged.
FOR TRAINING PURPOSES ONLY!

Maintenance
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ENG SYS PAGE (CFM)

FOR TRAINING PURPOSES ONLY!

Engine System Page (Lower ECAM)

Maintenance
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INDICATING COMPONENT LOCATION

Oil system monitoring is performed by means of:
 Oil Pressure
 Oil Temperature
 Oil Filter Clogging.
 Oil Quantity

The oil system is monitored by the following components

 Low Oil Pressure Switch
 Oil Pressure Transmitter
 Oil Temperature Sensor
 Oil Filter Differential Pressure Switch
 Oil Quantity Transmitter
FOR TRAINING PURPOSES ONLY!

Maintenance
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LOW OIL PRESSURE

SWITCH

OIL PRESSURE
TRANSMITTER

OIL QUANTITY
TRANSMITTER

OIL FILTER
CLOGGING SWITCH
FOR TRAINING PURPOSES ONLY!

OIL TEMPERATURE
SENSOR

Oil Indication Components

Maintenance
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OIL INDICATING COMPONENT DESCRIPTION

OIL PRESSURE INDICATION  To Blue Main Hydraulic PWR
The analog signal from the oil pressure transmitter is sent to the SDAC1 and 2  To Green Main HYD PWR RSVR Indicating
and the EIU which transforms the analog signal into a digital signal. The digital  To Yellow Main HYD PWR RSVR Indicating
signal is then transmitted to the ECAM through the FWCs and the DMC.
 To Blue Main HYD PWR RSVR Warning / Indicating
LOW OIL PRESSURE SWITCHING
OIL FILTER DIFFERENTIAL PRESSURE SWITCH
When the oil pressure drops below 13 ± 1 psid the pressure switch closes. This
When the differential pressure through the oil scavenge filter is higher than
will lead to the following warnings and indications:
25.5 ± 1 psid increasing pressure, the switch closes. The signal is send to the
 the master warning (red) located on the glare shield comes on SDACs to the FWCs and the DMCs. In result:
 the audio warning is activated  the MASTER CAUTION (amber) comes on
 the ENG page appears on lower display unit of the ECAM system and the  the ENG page on the lower display unit of the ECAM appears with Oil Filter
Oil Pressure Indication flashes red. Clogging Indication (White and Amber)
The following indications appear on the upper ECAM display:
OIL TEMPERATURE SENSOR
 ENG1 (2) OIL LOW PRESS
The oil temperature is sensed by a dual resistor unit. This element causes a
 THROTTLE 1 (2) IDLE
linear change in the DC resistance when exposed to a temperature change.
Temperature measurement range: − 70 °C to 300 °C. Both signals (channel A
The low oil pressure information is send to different aircraft systems. Two
and B) are routed to the EIU which transforms this analog signal to a digital
different switchings are possible:
signal. The signal is send to the FWCs and DMCs and then displayed on
Low Oil Pressure Switching (via Relay) ECAM.
 To Steering
OIL QUANTITY TRANSMITTER
 Door Warning
The oil quantity transmitter probe (tube portion) is a capacitor. The signal from
 To FWC this capacitor is rectified and sent to the electronics assembly on top of the
 FAC transmitter. The analog signal is sent to the SDACs and EIU which transforms
 TO FMGC it into a digital signal. The signal is sent to the FWCs. The system is power
FOR TRAINING PURPOSES ONLY!

supplied with 28 VDC from busbar 101PP (202PP) through circuit breaker
 To IDG SYSTEM CONTROL
2EN1 (2EN2).
Low Oil Pressure Switching (via EIU)
TEMPERATURE ENGINE OIL (TEO)
 To CIDS
This sensor is used for the IDG cooling system control (Fuel return).The oil
 To DFDRS INTCON Monitoring temperature is sensed by a dual resistor unit. The unit consists of a sealed,
 To CVR power Supply wire−wound resistance element (Chromel/Alumel). This element causes a
 To WHC linear change in the DC resistance when exposed to a temperature change.
Temperature measurement range: − 70 °C to 300 °C. Both signals (channel A
 To PHC
and B) are routed to the ECU.
 To FCDC

Maintenance
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AL

CR
“A“
ECU
AL “B“
MASTER
CR TO AIRCRAFT
TEMP ENG OIL SYSTEMS: WARNING
STEERING
< 13 PSI TPIS
DOOR WARNING MASTER
FWC
> 13 PSI FAC CAUTION
FMGC
IDG CONTROL

LOP SWITCH
HORN
ENGINE
LOP RELAY MASTER
POWER SW
SUPPLY

28VDC SIGNAL
FWC1
ENG1(2) CONDITIONED
OIL PRESS
(121VU)

OIL PRESS XMTR FWC2

DMC
EIU1(2) (1/2/3)

OIL SCAV FILTER

DIFF PRESS SW
SDAC2
FOR TRAINING PURPOSES ONLY!

ENG OIL TEMP

SDAC1
SENSOR ENG 1(2) OIL LO PR
POWER SUPPLY

- THR LEVER 1(2)....IDLE

- ENG MASTER 1(2).OFF
ENG 1(2) OIL HI TEMP
SIGNAL - THR LEVER 1(2)....IDLE
CONDITIONED - ENG MASTER 1(2).OFF
28VDC
ENG1(2)
OIL QTY ENG 1(2) OIL FILTER CLOG
(121VU) - THR LEVER 1(2)....IDLE
- ENG MASTER 1(2).OFF

OIL QTY XMTR

Indication Basic Schematic

Maintenance
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CAUTION: MAINTENANCE ACTION IS REQUIRED PRIOR TO NEXT

FLIGHT IF ENGINE OIL PRESSURE LEVELS ARE
REPORTED TO BE IN AREA 1.
OPERATION IN AREAS 1 AND 3 REQUIRES CLOSE
MONITORING OF OTHER OIL SYSTEM PARAMETERS.

PSID

300 COLD START BY-PASS VALVE

OPENS AT 305 PSID

100
INDICATED OIL PRESSURE

90

80 MAXIMUM NORMAL
OIL PRESSURE
70

60

50 NORMAL OPERATING
MINIMUM NORMAL OIL PRESSURE RANGE
GROUND OIL
40 PRESSURE

30
FOR TRAINING PURPOSES ONLY!

20
OIL PRESSURE
10 MIN. ACCEPTABLE PRESSURE: 13 PSID (90 KPA DIFF.) LESS TRANSMITTER
THAN MIN. OIL PRESSURE REQUIRES ENGINE SHUT DOWN.
LOW OIL PRESSURE
SWITCH
40 50 60 70 80 90 100 105
CORE ENGINE SPEED PERCENT N2

LOP-Switch and Oil Press X-Mitter

Maintenance
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ECU SENSOR TEMPERATURE ENGINE OIL (TEO)

THERMOCOUPLES
OIL TEMP SENSOR & FILTER dP-SWITCH
LUBE SUPPLY
TO FWD SUMP

FILTER
ASSEMBLY FIXED CONNECTOR

ELECTRICAL
CONNECTOR OIL QUANTITY TRANSMITTER

OIL
TEMPERATURE
SENSOR
REDUCER

LUBE
SUPPLY
FILTER
OIL
FILTER
DIFFERENTIAL
FOR TRAINING PURPOSES ONLY!

PRESSURE
LUMP SWITCH
PUMP OIL QUANTITY
TRANSMITTER
ELECTRICAL
OIL CONNECTOR
SCAVENGE OIL
FILTER TANK

Oil Indicating Components

Maintenance
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ATA 79 - Oil
CFM56-5B (Differences)

Maintenance Course B1 / B2 11/2013

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ATA 792IL*(1(5$/

 IL SYSTEM PRESENTATION (-5A)

O

General Description To keep Oil Temperatur within Limits, the Oil is cooled through the Servo Fuel
 a Supply Circuit Heater and the Fuel/Oil Heat Exchanger.
 a Scavenge Circuit In Case of Scavenge Filter Clogging, an Oil Differential Pressure (Delta P)
 a Vent Circuit Switch signals it to the Cockpit and its Clogging Indicator shows it on the
Engine system page with a message on E/WD accompanied by a single chime
It Lubricates and cools the Bearings of the Forward and Aft Sumps.
It also lubricates Bearings and Gears in the Transfer and Accessory Gear Oil Vent Circuit
Boxes. Some Air entrained in the Scavenge Oil is separated in the Tank by a Dearator
The Major Components of the Oil System are: and is vented to the Forward Sump through the Transfer Gearbox and Radial
 The Oil Tank Drive Shaft.
 The Lubrication Unit The Sumps are vented Overboard through the Low Pressure Turbine Shaft to
prevet Overpressure in the Sump.
 The Servo Fuel Heater
Air entrapped in the Scavenge Oil Pressurizes the Tank and provides adequate
 The Main Fuel Oil Heat Exchangers.
Oil Pressure to the Supply Pump.
Indicating and Monitoring is provided by the Detectors and Sensors shown on
the Schematic. System Monitoring and Limitations
The operation of the engine oil system may be monitored by the following flight
Oil Supply Circuit
deck indications.
The Oil from the Tank passes through the Supply Pump and Supply Filter to
 engine oil pressure
lubricate the forward and aft Sumps, and also the Accessorys and Gearboxes.
 engine oil temperature
On the Oil Supply Line a Visual Filter Clogging Indicator, an Oil Temperatur
Sensor, an Oil Low Pressure Switch and an Oil Pressure Transmitter are − MIN.PRIOR EXCEEDING IDLE: -10C
provided for Indication and Monitoring. − MAX CONTINIOUS: 140C
FOR TRAINING PURPOSES ONLY!

Also an Oil Quantity Transmitter is provided on the Oil Tank. − MAX TRANSIENT: 155C
Note the Installation of the ECU Oil Temperatur Sensor for the Fuel Return
 oil tank contents 24 US quarts
Valve.
In addition warnings may be given for the following non normal conditions:
Oil Scavenge Circuit  low oil pressure
The Oil from Bearings, Transfer Gearbox and Accessory Gearbox returns to − RED LINE LIMIT: 13 PSI
the Tank by means of four Scavenge Pumps protected upstream by Strainers
 high oil pressure
and Chip Detectors.
− ADVISORY: 90 PSI
 scavenge filter clogged.

Maintenance
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ÌÌÌÌ
ÌÌÌÌ
ÌÌÌÌ ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÌÌÌÌ ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ANTI SIPHON
DEVICE

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ PUMP SUPPLY

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏ ÏÏÏÏÏÏÏ
ÏÏ
EIU SDAC PRESSURE
OIL

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏ ÏÏ
OIL TANK

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏ ÏÏ ÏÏÏ
SCAVANGE
OIL

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏ ÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏ
VENT
PRESSURE

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏ
ELEC CHIP
DETECTOR

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏ
Lubrication
BYPASS VALVE
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
BACKUP FILTER
ÏÏ
Unit

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÉÉÉÉÉ ÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏ
MAIN FILTER

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÉÉÉÉÉÉ ÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÉÉÉÉÉÉ ÏÏÏÏ
OIL TEMP
SENSOR
FOR TRAINING PURPOSES ONLY!

AGB TGB
ÉÉÉÉÉÉ ÏÏÏÏ
COLD START
PRESSURE

ÉÉÉÉÉÉ
RELIEF VLV

ÉÉÉÉÉÉ
SUPPLY
PUMP

Figure 196
CFM56-5A Oil System Schematic
Maintenance
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LUBRICATION UNIT COMPONENT DESCRIPTION (REVIEW)

General Lube Pump supply Filter
The lubrication unit provides oil under the required pressure for lubrication and Downstream of the supply pump, the oil flows through the supply filter
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.  One filter (15 microns)
Description  One clogging indicator subjected to the upstream and downstream
pressures of the supply filter. The indicator has a red warning indicator and
The lubrication unit has a single housing containing the following items:
is rearmed manually (2 bars to 2.3 bars) (29 PSID to 33 PSID).
 Five positive displacement pumps (Gear Type, one oil supply and 4
 One bypass valve which opens if the supply filter clogs (2.50 bars to 2.70
scavenge pumps).
bars) (36 PSID to 39 PSID).
 Six filters (one oil supply filter, 4 chip detectors and scavenge pump filters).
 Two capped provisions for a pressure gage upstream of the filter and a
 One relief valve (305 psi, on oil supply pump discharge side). temperature sensor.
 Two clogging indicators (one for the oil supply filter and one for the main
scavenge filter). Scavenge Filter
 Two bypass valves (one for the oil supply filter and one for the main The flows from the 4 scavenge pumps are mixed together at the scavenge
scavenge filter). common filter inlet. This filter assembly consists of the following:
 One 25 micron filter
Anti Siphon System
 One clogging indicator, similar to the one on the supply filter (2 bars to 2.3
The supply lines from the oil tank to supply the pump has an antisiphon device bars) (29 PSID to 33 PSID).
to prevent the drainage of the lube tank into the gearboxes and sumps when
 An upstream and a downstream provision for measurement of filter
the engine is shut down for extended periods.
pressure loss as a function of clogging. Filter clogging is indicated on the
ECAM system.
 One bypass valve which opens if the filter clogs (2.5 bars to 2.7 bars) (36
PSID to 39PSID).
FOR TRAINING PURPOSES ONLY!

Maintenance
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DOWNSTREAM PRESSURE
TEMPERATUR SENSOR OIL FROM TANK PROVISION PLUG
POSITION

OIL TO TANK

UPSTREAM RESSURE
PROVISION PLUG

CLOGGING INDICATOR

SUPPLY FILTER
PRESSURE
RELIEF VALVE

CHIP DETECTORS

TGB SCAVENGE SCAVENGE FILTER

AGB SCAVENGE
AFT SUMP SCAVENGE
FORWARD SUMP SCAVENGE
FOR TRAINING PURPOSES ONLY!

LUBRICATION UNIT

Lubrication Unit
Maintenance
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CFM56−5B OIL SYSTEM FUNCTIONAL DESCRIPTION

General Description Oil Scavenge
The engine oil system includes: The oil scavenge from the forward and aft sumps, and the transfer and
 a supply circuit, accessory gearboxes is sucked by four scavenge pumps.
 a scavenge circuit, Each pump is protected by a strainer and a electrical Master Magnetic Chip
Detector.
 a vent circuit.
The scavenge oil then flows through a master chip detector and a scavenge
It lubricates and cools the bearings of the forward and aft sumps.
filter screen (inside the servo fuel heater), then it is cooled through the servo
It also lubricates bearings and gears in the transfer and accessory gear boxes. fuel heater and the fuel/oil heat exchanger before returning to the oil tank.
The major components of the oil system are : the oil tank, the lubrication unit,
the servo fuel heater and the fuel/oil heat exchangers. Oil Vent
Indicating and monitoring is provided by the detectors and sensors shown on The air mixed with the scavenge oil is separated in the tank by a deaerator and
the schematic. is vented to the forward sump through the transfer gearbox and radial drive
shaft.
Oil Supply The sumps are connected together by the center vent tube, which vents them
The oil from the tank flows through the supply pump and the main filter, or to the outside air by the engine exhaust plug, through a flame arrestor.
through the back up filter in case of main filter clogging.
System Monitoring and Limitations
It then flows to the forward and aft sumps, and to the accessory and transfer
gearboxes. The operation of the engine oil system may be monitored by the following flight
deck indications.
The pump delivery pressure is not controlled, but the oil output flow is, by
design, always in excess of the lubrication requirements.  engine oil pressure
A pressure relief valve bypasses part of the output flow to protect the supply  engine oil temperature
pump against abnormal output pressure build−up. − MIN.PRIOR EXCEEDING IDLE: -10C
If the main filter becomes clogged, a bypass valve opens and the oil flows − MAX CONTINIOUS: 140C
through the backup filter. − MAX TRANSIENT: 155C
A clogging switch sends a signal to the Engine Interface Unit (EIU) and a  oil tank contents 24 US quarts
FOR TRAINING PURPOSES ONLY!

clogging indicator pops out on the filter housing.

In addition warnings may be given for the following non normal conditions:
The anti−siphon device prevents oil from draining by gravity from the tank
 low oil pressure
through the pump into the gearbox after engine shutdown. It uses air from the
forward sump. − RED LINE LIMIT: 13 PSI
 high oil pressure
− ADVISORY: 90 PSI
 filter clogged.

Maintenance
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OIL OTY LOW OIL OIL PRESS

SENSOR PRESS SW X-MITTER

ÍÍÍ
ÍÍÍ ÍÍÍ ÉÉÉ
ÉÉ
ANTI FUEL/OIL
HEAT
ÉÉ
SIPHON
DEVICE EXCH

Í
ÅÅÅÅÅÅÅ
Í
ÅÅÅÅÅÅÅ
OIL TANK VISUAL
ÉÉ
ÅÅÅÅÅÅÅ ÍÍ POPOUT
ÉÉ FWD ÍÍÍÍÍ AFT
ÍÍ
ÅÅÅÅÅÅÅÍÍ ÍÍÍÍÍ ÍÍ
INDICATOR
EIU SDAC SUMP SUMP

MAG PLUG ÍÍ

REFER TO A3 PAGEE
SCREEN SERVO
FUEL
HEATER T
OIL
ECU
Í
SENSOR
CLOGGING
ELEC CHIP DETECTOR
SWITCH

BYPASS BACK UP FILTER

VALVE
MAIN ÉÉÉÉÉÉ ÍÍ
ÍÍ
ÍÍ
FILTER

ÉÉÉ ÍÍÍÍÍÍ
OIL TEMP
SENSOR A
FOR TRAINING PURPOSES ONLY!

ÉÉ G ÍÍÍÍ TGB
ÉÉÉ
É ÉÉÉ
SCAVENGE
PUMPS B
SUPPLY
PUMP ÉÉÉ
SCAVENGE
ÉÉÉ (OPTION)
INDIVDUAL
SCREENS
CHIP
DETECTORS

LUBRICATION UNIT

Figure 198
CFM56-5B Oil System
Maintenance
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LUBRICATION UNIT COMPONENT DESCRIPTION

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 bearings washes the back−up filter and goes back to the supply pump inlet, through a
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
 an oil out port (to master chip detector),
assembly.
 a main oil supply filter,
This filter assembly comprises:
 a back−up filter,
 one filter
 pads for the oil temperature sensor and the oil differential pressure switch.
 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.
 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
 one back up filter operating if the supply filter clogs
sealing purposes.
 two capped provisions for a pressure gage upstream of the filter, and a
NOTE: Individual Chip Detectors are used for Trouble Shooting! temperature 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.
FOR TRAINING PURPOSES ONLY!

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.

Maintenance
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SCAVENGE SCREEN PLUGS

OIL TEMP. SENSOR
OIL FROM
AFT SUMP CLOGGING INDICATOR
TRANSMITTER
OIL FROM TGB (ELECTRICAL) MAIN FILTER
OIL FROM
FWD SUMP OIL TO FWD SUMP
OIL FROM AGB

OIL TO AGB-TGB

SUCTION FROM OIL TO AFT SUMP O-RING

OIL TANK

O-RING LUBE FILTER

ELEMENT

O-RING

OIL OUT PORT TO MASTER O-RING

BACK-UP BACK-UP
FOR TRAINING PURPOSES ONLY!

CHIP DETECTOR
SEAL SEAL

SCAVENGE SCREEN
COVER
BACK-UP FILTER ASSY
ELEMENT

OPTIONAL
BACK-UP FILTER MAGNETIC BAR DRAIN
PLUG
SCAVENGE SCREEN MAIN OIL SUPPLY FILTER
Lubrication Unit Interface
Maintenance
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MASTER CHIP DETECTOR PRESENTATION

The MCD (Master Chip Detector) 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 (Debris Particle Monitoring) 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
magnets 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.
FOR TRAINING PURPOSES ONLY!

Maintenance
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FOR TRAINING PURPOSES ONLY!

Master Chip Detector

Maintenance
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MAGNETIC CONTAMINATION INDICATOR PRESENTATION

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
indicator 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.
FOR TRAINING PURPOSES ONLY!

Maintenance
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A/C 28 VDC

VIEW A

ELECTRICAL
INTERFACE OIL TANK
FOR TRAINING PURPOSES ONLY!

MASTER CHIP
DETECTOR (MC)
LUBRICATION
UNIT

Oil Contamination Pop-Out Indicator

Maintenance
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79−30 INDICATING
COMPONENTS DESCRIPTION OIL FILTER DIFFERENTIAL PRESSURE SWITCH
The oil differential pressure switch is located on a bracket on the engine above
OIL TEMPERATURE SENSOR the scavenge filter. Lines are routed to the switch from bosses on the scavenge
The oil temperature sensor is located on the oil pressure filter downstream of filter.
the pressure pump.The oil temperature is sensed by a dual resistor unit. 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
TEMPERATURE
SENSOR (TO ECU)
OIL FILTER
DIFF
FOR TRAINING PURPOSES ONLY!

OIL
TEMPERATURE
SENSOR PRESSURE
(TO EIU/ECAM)
SWITCH
OIL FILTER
DIFFERENTIAL
PRESSURE SWITCH

Oil Temp. Sensor and Diff. Pressure Switch (Location)

Maintenance
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OIL FILTER CLOG

CLOG appears in amber if there is
excessive pressure loss across the main oil scavenge filter.

OIL TEMPERATURE QT
These numbers are normally green.
They pulse above 140
C (increasing) or PSI
135
C (decreasing).
They turn amber and a warning appears on CLOG
ECAM if the temperature exceeds:
− 140
C for more than 15 minutes, or
− 155
C without delay.

OIL FILTER
DIIF PRESS SW
P > 25.5PSI

SDAC
UNSD 1&2

3
FOR TRAINING PURPOSES ONLY!

OIL TEMP SENSOR 2

MASTER
DMC 1
CAUTION

EIU 2
FWC 1

  


Oil Temperature and Diff. Press. Indication

Maintenance
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ATA 73 - Fuel

Maintenance Course B1 / B2 11/2013

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ATA 73-00 ENGINE FUEL AND CONTROL

INTRODUCTION
7
The fuel system enables delivery of a fuel flow corresponding to the power
required and compatible with engine limits.
The Fuel Pump pressurizes and circulates the fuel from the aircraft fuel tanks
within the engine fuel system.
The Fuel/oil Heat Exchanger cools engine oil and warms up filtered fuel to
prevent any icing conditions.
The Hydro Mechanical Unit (HMU) provides metered fuel for the combustion
and servo fuel for engine sub systems.
System Control and Monitoring is performed by the Engine Electronic Control
Unit (ECU). Important system data is indicated on the Electronic Centralized
Aircraft Monitoring (ECAM) displays.
FOR TRAINING PURPOSES ONLY!

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AIRCRAFT
ECAM
FUEL DISPLAYS
TANK

ECU

FUEL/OIL HEAT
EXCHANGER
FOR TRAINING PURPOSES ONLY!

HMU

FUEL FUEL
PUMP METERING

SERVOS

Fuel System Introduction

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73−10 DISTRIBUTION
SYSTEM DESCRIPTION
General Controlling
The fuel system enables the delivery of a fuel flow corresponding to the power A Full Authority Digital Engine Control (FADEC) controls the engine. The
required and compatible with engine limits. FADEC achieves steady state and transient engine performances when
The fuel system is divided in three main functions: operated with subsystems. The FADEC is a dual channel ECU with cross talk
and failure detection capabilities. In cases of failure detection, the FADEC
 Distribution
switches from one channel to the other. A simplified hydromechanical unit
 Controlling includes a fuel metering valve and servo valves to control the airflow (VBV,
 Indicating VSV) and rotor tip clearances, (HP compressor and HP and LP turbine). The
FADEC system performs the following functions:
Distribution
 the control of the fuel flow and engine air flow and bleeds (to automatically
Fuel from the A/C tank enters the engine fuel pump, through a fuel supply line. maintain forward and reverse thrust setting and provide satisfactory
After passing through the LP Fuel Pump, the pressurized fuel goes to the Main transient response)
Fuel/Oil Heat Exchanger in order to cool down the engine scavenge oil.
 the engine limits protection
Then it flows back to the Fuel Pump, where it is filtered, pressurized and split
 the automatic starting capability
into two fuel flows. The main fuel flow goes through the HMU metering system,
the fuel flow transmitter, the fuel nozzle filter and is then directed to the Burner  the engine clearance control
Staging Valve and Fuel Nozzles. The other fuel flow goes to the Servo Fuel  extensive diagnostic and maintenance capabilities.
Heater, which warms up the fuel to prevent any ice particles entering sensitive
servo systems. Indicating
The heated fuel flow enters the HMU servo−mechanism and is then directed to The engine fuel system is monitored from:
the various fuel−actuated components.  the Engine/Warning Display (EWD)
A line brings unused fuel, from the HMU, back to the inlet of the Main Fuel/Oil  the System Display (SD)
Heat Exchanger, through the IDG Oil Cooler.  the warning and caution lights.
FOR TRAINING PURPOSES ONLY!

A Fuel Return Valve (FRV), also installed on this line, may redirect some of this The indications cover all the main engine parameters through the FADEC. The
returning fuel back to the A/C tanks. Before returning to the A/C tank, the hot warnings and cautions reflect:
fuel is mixed with cold fuel from the outlet of the 1st stage of the fuel pump.
 the engine health and status through the FADEC
 the FADEC health and status
 the fuel filter condition through a dedicated hardwire.

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TO A/C TANKS

FROM A/C
FUEL RETURN
VALVE

FUEL
PUMP MAIN
LP STAGE OIL/FUEL IDG
HEAT OIL
EXCHANGER COOLER

FUEL
FILTER

HP STAGE HMU
METERING FUEL
SYSTEM FUEL FLOW 10 FUEL
NOZZLE
TRANSMITTER NOZZLES
FILTER
FOR TRAINING PURPOSES ONLY!

10 FUEL
BSV NOZZLES
HMU
SERVO SERVO
FUEL MECHANISM VALVES
HEATER ACTUATORS

Fuel Distribution Schematic

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DISTRIBUTION SYSTEM OPERATION

General IDG Oil Cooling
The engine fuel distribution system is designed to provide fuel flow into the The fuel bypassed from the HMU is used to cool the IDG oil. The fuel then
combustion chamber and servo fuel for compressor and engine clearance returns to the fuel pump interstage and recirculates through the system. If the
system actuation. recirculating fuel gets too hot, the ECU controls the Fuel Return Valve to allow
some hot fuel to return to the aircraft tanks. A thermostat type valve inside the
Fuel Feed Fuel Return Valve mixes cold fuel from LP pump with the hot return fuel to
The fuel coming from the A/C tanks through the LP valves is driven by the LP reduce thermal stresses. The pressurizing valve ensures that there is always
stage of the Main Fuel Pump. It is heated by the Main Fuel/Oil Heat pressure in the Return line, to prevent fuel from vaporizing. The ECU uses the
Exchanger, filtered and then pressurized in the HP stage of the Main Fuel Engine Oil Temperature as its reference because the engine oil gets hot as the
Pump before entering the Hydromechanical Metering Unit to elaborate the IDG oil gets hot, due to the recirculating fuel going successively through the
reference pressure to control: engine and IDG oil/fuel heat exchangers.
 the Active Clearance Control
Fuel Return Valve
 the Compressor Control (VBV, VSV)
The FRV is electrically controlled by the ECU, and hydraulically operated by
Metered Fuel the servo fuel. It receives a hydraulic shut−off signal at engine shut−down and
Fuel from the Fuel Pump passes through a Fuel Metering Valve and a is closed by a spring.
PRessurizing and Shut Off Valve included in the HMU. Then routed to the Fuel Fuel Return
Flowmeter and the Burner Staging Valve to the twenty nozzles. The BSV
controlled by the ECU supplies either 10 or 20 fuel nozzles depending on A part of the fuel is recovered to provide IDG oil cooling before returning to the
power setting. The FMV is controlled by the ECU to obtain the desired N1, fuel circuit at the LP pump stage. When the thermal exchange is not sufficient,
selected either by the thrust lever or the Auto Thrust System. When the Engine the fuel return valve will be opened by the ECU, according to a given
Master control is set to OFF, the LP and HP fuel shut−off valves are closed, temperature. The signal is inhibited at Take−Off, Climb and when the A/C tank
temperatures are high or there is fuel in the vent tank. A hydraulic signal from
and a hydraulic shut−off signal is sent from the HMU to the Fuel Return Valve.
the HP fuel SOV closes the valve at engine shutdown.
Servo Fuel
ECU Control
Filtered fuel is delivered, from a self cleaning wash filter, through a servo fuel
The ECU sends electrical signals to the torque motor servo valves of both the
FOR TRAINING PURPOSES ONLY!

heater to the servo valves of the HMU. Part of this fuel is also delivered to the
HMU and the fuel return valve. Thus, it provides the commanded position for
FRV as muscle pressure. In the HMU, the servo valves are hydraulically driven
the slave systems.
by torque motors controlled by the ECU to provide the operation of:
For each valve of VBV, VSV, RACC, HPTACC, LPTACC, and fuel systems the
− Variable Stator Vanes (VSV) and Variable Bleed Valves (VBV)
ECU has a control schedule. If a schedule is no longer operational, the
− Rotor Active Clearance Control (RACC not installed on new engines) corresponding valve goes to a fail safe position. For example: VBV open, VSV
− High Pressure Turbine Active Clearance Control (HPTACC) close, fuel metering valve closes (engine shutdown).
− Low Pressure Turbine Active Clearance Control (LPTACC)
− Fuel Metering Valve (FMV)

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DISTRIBUTION CFM56−5A
73-10

ÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏ RACC
RACC
ACTUATOR
(NOT INSTALLED

ÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
OIL OUT OIL IN SERVO VALVE
ON LH AIRPLANES)

ÏÏÏÏÏ
ÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
LPTACC
TEO LPTACC ACTUATOR
ECU
ÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
FUEL TEMP SERVO VALVE
FLSCU SERVO

ÏÏÏ ÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
FUEL L/H VSV
FOHE HEATER

ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ ÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ACTUATOR
VSV

ÑÑ
ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ ÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
SERVO VALVE
R/H VSV
ACTUATOR

ÑÑ
ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ ÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÑÑ
ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ ÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
LP-FUEL
MAIN HPTACC
FILTER HPTACC ACTUATOR
SOV

ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
SERVO VALVE
CLOGGING
FUEL

ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
HP SWITCH

M M
PUMP BSV NOZZLES

ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ ÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
SOLENOID

F
ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ ÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ VBV
U
ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ ÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
LP PUMP
FIRE SERVO VALVE

E
ÑÑ
Ñ
ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
PUSH
FMV VBV FUEL
L
ÑÑ
Ñ
ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
WASH SERVO VALVE GEAR MOTOR
FILTER
BSV

ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
HPFSOV POS
MAIN FUEL PUMP SW 2EA

ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÑÑÑ
ENG
T ON 1
F/F-METER

A
ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÑÑÑ
ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
FUEL
N OFF
NOZZLE
FOR TRAINING PURPOSES ONLY!

FM-VALVE

ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
HPFSOV
FILTER
K A/C PRESS.

ÌÌÌÌÌÌÌÌÌ ÏÏÏ
ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ ÏÏÏ
ÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
BYPASS HPFSOV
VALVE A/C ISOL.
VALVE FUEL VALVE SOLENOID

ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
RETURN
IDG OIL FROM SERVOS
VALVE

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
COOLER
HMU

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
OIL IN OIL OUT

ÏÏÏÏ ÌÌÌ ÌÌÌ Hot FRV Muscle REF TO A3

ÏÏÏÏ ÌÌÌ ÌÌÌ

LP-FUEL HP-FUEL SERVO-FUEL Pressure
OIL SCAVENGE HP-BYPASS-FUEL RETURN FUEL TO A/C TANK

Figure 65 Fuel System Schematic

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COMPONENT DESCRIPTION
FUEL PUMP FUEL FILTER DIFFERENTIAL PRESSURE SWITCH
The Fuel Pump and the Hydro Mechanical Metering Unit are mounted as one The fuel filter differential pressure switch is located on the fan case. The switch
unit. The fuel pump is located on the accessory gearbox (AGB) (aft face on the sends a signal to the SDAC when the differential pressure increases to a
left side of the horizontal drive shaft housing, aft looking forward). certain level when the fuel filter clogs. The fuel filter clog indication is provided
on the lower ECAM display unit.
Fuel Pump Low Pressure Stage
The LP stage of the fuel pump is of the centrifugal type. It delivers a boost
pressure to the HP stage to avoid pump cavitation. The LP stage general
VSV HEAD END
characteristics at takeoff power are as follows: VSV ROD
 Discharge pressure: 174 psi END
FUEL PUMP
 Speed rating: 6250 rpm

Fuel Pump High Pressure Stage

The HP stage hydraulic power is supplied by a positive displacement
(gear−type) pump. For a given number of revolutions, the pump delivers a
constant fuel flow regardless of the discharge pressure. A pressure relief valve
connected in parallel with the HP pump protects the pump.
The HP stage general characteristics at takeoff power are as follows :
 Discharge pressure: 870 psi
 Speed rating: 6250 rpm
 Fuel flow: 57 US gal/min

FUEL FILTER ASSEMBLY

This fuel filter is located between the main oil/fuel heat exchanger and fuel HMU
pump HP stage. It protects the HMU from particles in suspension in the fuel.
The filter disposable cartridge is designed to retain foreign material. The
FOR TRAINING PURPOSES ONLY!

FUEL FILTER
cartridge is periodically replaced. The removed cartridge is discarded. ASSEMBLY
The fuel filter consists of a filter cartridge and a pressure relief valve. The filter
FILTER DRAIN PLUG
cartridge is installed in a cavity on the pump body.
The fuel circulates from the outside to the inside of the filter cartridge. In case
of a clogged filter, a pressure relief valve bypasses the fuel to the HP stage.
IDG OIL COOLER
Tappings on pump housing enable transmission of differential pressure across
the fuel filter for clogging indication in the flight deck.
Figure 66 Fuel Pump and HMU Location

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FUEL FILTER MAIN FILTER FUEL PUMP GEAR STAGE PRESSURE

BYPASS VALVE RELIEF VALVE
FUEL FILTER
DELTA P-SWITCH O-RING

FILTER MAIN FUEL

CARTRIDGE SUPPLY LINE
FUEL PUMP
&FILTER

RETURN
FROM HX

OUTLET
O-RING TO HX

O-RING

METAL GASKET
O-RING
FILTER QAD RING
FOR TRAINING PURPOSES ONLY!

COVER
INSTALL INSTALL
BOLT

RETAINING QAD RING

PACKING QAD RING

REMOVE
REMOVE
DRAIN PLUG
BRACKET

Fuel Pump and Filter Assembly

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73−21 HYDRO−MECHANICAL UNIT (HMU)

HYDROMECHANICAL UNIT - DESCRIPTION

General
The hydromechanical unit (HMU) is installed on the aft side of the accessory
gearbox at the extreme left hand pad.
It receives electrical signals from the electronic control unit (ECU) and converts
these electrical input signals through torque motors/servo valves into engine
fuel flow and hydraulic signals to various external systems. Engine fuel is used
as hydraulic medium.
NOTE: No maintenance adjustments (e.g. idle, part power etc.) can be
performed at the HMU.
HMU Functions
 lt provides internal calibration of fuel pressures
 lt meters the fuel flow for combustion
 lt provides the fuel shut−off and fuel manifold minimum pressurization levels
 lt by−passes the return of unused fuel
 lt provides mechanical N2 overspeed protection
 lt delivers the correct hydraulic power source to various engine fuel
equipment
The HMU has two electrical connectors to ECU channels A and B and an
electrical connection between the shut−off solenoid and the A/C. HMU Location
FOR TRAINING PURPOSES ONLY!

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FUEL PRESSURE CALIBRATION

HMU SHUT OFF

SOLENOID/AIRCRAFT
CONNECTOR
METERED FUEL FLOW
FOR COMBUSTION

CHANNEL A
-FUEL SHUT-OFF
CONNECTOR -FUEL MANIFOLD PRESSURIZATION

HMU

EXCESS FUEL FLOW BYPASS

CHANNEL B
CONNECTOR
FOR TRAINING PURPOSES ONLY!

MECHANICAL
N2 OVERSPEED PROTECTION

FUEL EQUIPMENT POWER

SOURCE SUPPLY

Hydromechanical Metering Unit Tasks

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FUEL METERING OPERATION

General NOTE: It has to be noted that the HP fuel shut off valve shut off signal by the
The HMU is divided in the following systems: Master Switch also closes the LP fuel valve.
 Servo Pressure Regulator System Overspeed governor
 Fuel Metering System The overspeed governor is of the fly ball type. It is designed to prevent the
 Overspeed Governor System engine from exceeding a steady state speed in excess of 106.3% N2. A
 Pressurizing Valve (HP Fuel SOV) pressure switch sends a signal to the ECU if the overspeed governor fails when
the engine is started (OVSPD PROTECTION FAIL).
 Pump Unloading and Shutdown System
 Servo Flow Regulation System Motive Flow Modulation
The HMU contains five additional torque motors/ servo pilot valves that
Fuel Metering Valve
modulate hydraulic signals to the following:
The fuel metering valve is hydraulically driven through a torque motor/servo
4. Low Pressure Turbine Clearance Control Valve
valve by the ECU. The torque motor contains two electrically isolated,
independent coils, one dedicated to Channel A,the other to Channel B of the 5. High Pressure Turbine Clearance Control Valve
ECU. 6. Rotor Active Clearance Control System
Two fuel metering valve position resolvers, one dedicated to each channel in (not installed on new engines)
the ECU, produce an electrical feedback signal in proportion to fuel metering 7. Variable Stator Vane Actuators
valve position. The ECU uses this signal to compute the current required at the 8. Variable Bleed Valve Actuators
fuel metering valve torque motor for achieving closed loop electrical control. At
Each torque motor contains two electrically isolated, independent coils. One is
engine shutdown the Metering valve is completely closed.
dedicated to channel A, the other to channel B, of the ECU. They provide flow
Delta-P Valve and pressure at an HMU pressure port in response to electrical commands
from the ECU.
A differential pressure regulating valve maintains a constant pressure drop
across the metering valve. As a result, fuel flow varies proportionally with
metering valve position.
FOR TRAINING PURPOSES ONLY!

High Pressure Fuel shut−off valve

The valve is driven by a solenoid. The Valve closed / not closed position is
indicated to the ECU by two electrical limit switches.
The fuel shut off valve shuts off fuel flow to the engine commanded by the
master switch (solenoid energized by aircraft 28VDC from busbar 3PP).
The HP fuel shut−off valve opens when all three following conditions are met:
 command to open from the ENG/MASTER switch (solenoid de-energized)
 engine rotation speed above 15 percent N2
 fuel flow requested by ECU

Maintenance
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CH-A ECU

CH-B

SHUT−OFF SWITCHES
TM LPTACC

TM HPTACC

TM RACC

TM VSV

TM VBV

S BSV
FROM SERVO SHUTOFF 28VDC
FUEL HEATER SOLENOID FROM A/C
TM
FROM ENGINE R
PRESSURISING TO BSV/
FUEL PUMP FMV VALVE FUEL MANIFOLDS
FOR TRAINING PURPOSES ONLY!

DELTA P

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
BYPASS REGULATING FRV
VALVE VALVE

ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
RETURN TO
IDG OIL
COOLER

OSG ROTATION
INDICATOR
OVSPD GOVERNOR PRESSURE SWITCH
N2 TO ECU CH A + B
N2 > 106.3 % OPEN > 41% N2
HMU
Figure 70 HMU System Schematic
Maintenance
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HP AND LP FUEL SHUTOFF VALVE CONTROL

HIGH PRESSURE FUEL SHUTOFF VALVE CONTROL
Operation
The High Pressure Fuel Shutoff Valve is electrically controlled and fuel
pressure operated.
It opens with fuel pressure coming from the Fuel Metering Valve provided the
shut off solenoid is de-energized (Engine Master Control Switch ON). Thus a
loss of electrical power supply does not lead to a High Pressure Fuel Shutoff
Valve closure.
The High Pressure Fuel Shutoff Valve closes when the shutoff solenoid is
energized (Engine Master Control Switch OFF) or when the Fuel Metering
Valve is commanded to the closed position by the Electronic Control Unit
(automatic start abort)
NOTE: Command from the ENG MASTER CONTROL switch takes
priority over the command from the ECU.

LOW PRESSURE FUEL SHUTOFF VALVE CONTROL

The function of the LP fuel shut−off valve is to control the fuel supply at
engine−to−pylon interface. The valve is located on the engine supply system in
the wing leading edge.

Operation
The LP fuel shut off valve is controlled:
 From the flight compartment overhead panel by means of the Engine Fire
Pushbutton Switch
 From the flight compartment center pedestal by means of the Engine
FOR TRAINING PURPOSES ONLY!

Master Switch on the engine control panel

NOTE: The Low Pressure Fuel Shutoff Valve is commanded open via the
relay 11QG when the C/B of the HP Fuel SOV is pulled.

Maintenance
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LP FUEL SHUTOFF VALVE 1

ENGINE 1
FUEL LP OPEN
VALVE MOT 1
28 V SHUT M1
ESS
49VU A8
ENGINE 1
OPEN
FUEL LP
VALVE MOT 2
28 V SHUT M2
DC 2
121VU M25

VLV
TO ECAM
1
ENG POS
SW‘s
FIRE
PUSH

11QG
CENTRAL PEDESTAL 115VU RELAY
ENG / MASTER 1
123VU 126

ECU
HMU
FOR TRAINING PURPOSES ONLY!

HP FUEL
CLOSED SOV
CLOSED
POS SW‘s

CLOSED HP FUEL
SOV
ENGINE 1
HP FUEL SOV
28 V DC
ESS
49VU A1 MASTER SW 1 HPF SOL

HP and LP Fuel SOV Control

Maintenance
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73−10 DISTRIBUTION

FUEL RETURN SYSTEM OPERATION

Oil/Fuel Temperature Control  Gravity Feed
The IDG oil shall be cooled by engine fuel through an oil/fuel heat exchanger N2
which is installed in the fuel bypass line.
For some aircraft operation, extra heat rejected in fuel shall be carried out of APPR IDLE
the engine fuel system through the valve fuel return valve (FRV) in order not to
exceed defined temperature limits (either engine fuel/oil temperature or IDG oil
temperature).
In Flight only!
The FADEC performs this temperature control using the engine oil temperature
and engine fuel measurement and performs two actions depending upon the
temperature values and the aircraft flight conditions:
 command the FRV in order to permit a fuel return to the aircraft tank
 increase the engine speed when oil temp is 106 °C. (which leads to
decrease the temperature of the cooling fuel flow). This function is inhibited
when the aircraft is on ground.

Fuel Return Valve MIN IDLE

The purpose of the fuel return valve is to return fuel flow to the tank.
The return fuel flow is controlled at the IDG oil cooler outlet by:
 the engine oil temperature (signal from TEO) 106 128 ENG OIL TEMP (C)
 the fuel temperature Figure 72 Fuel Return Control Parameter
The fuel return valve has a shutoff function when the engine is shutdown
(solenoid de-energized) from the Engine Master Switch. The signal transits
FOR TRAINING PURPOSES ONLY!

through the ARINC bus and ECU and overrides the engine ”oil in” temperature
command.
In case of high fuel flow conditions the electrical open signal is overridden by a
hydraulic signal from the HMU and the shutoff valve is closed. A ”close”
command from the HMU interrupts both fuel flows to the aircraft.
The Fuel Level Sensing Control Unit (FL6&U) sends also D FRVInhibition
signal to the ECU of:
 High Fuel Temperature
 Fuel Tank low Level
 Fuel in Surge TankDQG*UDYLW\)HHG

Maintenance
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ECU OIL TEMP SENSOR (TEO)

FUEL RETURN VALVE ECU CONNECTOR

STOP VALVE ASSY

STOP VALVE
OPENING

RETURN
TOWARD TANK

STOP VALVE DUAL

CLOSING CONTROL
(P STOP)
SHUTOFF SIGNAL
FROM HMU (PSF)

SOLENOID
VALVE “A“
SOLENOID
VALVE “B“
FOR TRAINING PURPOSES ONLY!

PSF FROM FUEL PUMP HP

HOT FUEL FROM (SERVO FUEL HEATER)
IDG OIL COOLER FUEL METERING
VALVE ASSY
COLD FUEL FROM
FUEL PUMP LP

Fuel Return Valve

Maintenance
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Operation Return Fuel Temperature Limitation
The fuel return valve controls two flow levels: the first level (300 kg/h) is The fuel return valve mixes a cold fuel flow (from the engine LP fuel pump) with
controlled by the engine ”oil in” temperature when the temperature is higher the hot fuel flow (calibrated to maintain a temperature of 100 °C) in the return
than 93 °C. The V1 solenoid valve is energized by the electronic control unit line. The mix is as follows:
(ECU).  Fuel outlet temperature below 130 °C
The second level (which adds approximately 300 kg/h to the first flow level) is ⇒ 200 kg/h cold flow with 300 kg/h hot flow
controlled by the IDG oil cooler ”fuel out” temperature when higher than130 °C  Fuel outlet temperature above 130 °C
The V2 thermostatic valve is controlled by the ”fuel out” temperature. ⇒ 400 kg/h cold flow with 600 kg/h hot flow

A signal from the Engine Master Switch to FADEC permits to override the V1
opening signal if:
 Engine oil temperature is higher than 93 °C during take off or climb or
specific operating conditions
 A hydraulic signal from the HP fuel shutoff valve closes the V1 valve at
engine shutdown.
NOTE: A functional check of the fuel return valve can only be done with
a engine idle run. A test set is used to simulate a temperature
>93 °C. Also a flow gage must be fitted in the fuel return line.
When the valve opens the gage indicates a positive reading (fuel
returns to tank). For detailed information refer to AMM.

Oil Temp IDG Cooler Fuel Temp Hot Fuel Flow Return Cold Fuel Flow Return Total Fuel Return to Tank
T < 93C — 0 kg/h 0 kg/h 0 kg/h
FOR TRAINING PURPOSES ONLY!

T > 93C T < 130C 300 kg/h 200 kg/h 500 kg/h
T > 93C T > 130C 600 kg/h 400 kg/h 1000 kg/h

Maintenance
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28VDC
FROM ECU

V1 SOLENOID VALVE

FROM FUEL PUMP

(PSF)
H.P. (SERVO FUEL
HEATER CIRCUIT)
(SHOWN ENERGIZED)

FUEL RETURN
SOV
(WRT)
SHUTOFF SIGNAL
(P. STOP) FROM HMU TO TANK

FROM RETURN VALVE

S‘1

S1
FLOW
FOR TRAINING PURPOSES ONLY!

S‘2 CONTROL
VALVE

SM1
FROM IDG
OIL COOLER
(CLP)
(HLP) S2
V2 THERMO VALVE FROM FUEL
(SHOWN COMMANDED) L.P. PUMP

Fuel Return Valve Operation

Maintenance
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IDG OIL COOLER COMPONENT DESCRIPTION

IDG FUEL COOLED OIL COOLER (FCOC)
Purpose
The purpose of the cooler assembly is to cool oil coming from the Integrated
Drive Generator (IDG). The heat generated is transferred to the fuel coming
from the HMU and returning to the oil/fuel heat exchanger.

Location
The IDG oil cooler is located on the front face of the AGB at 5:30 o’clock
position, aft looking forward.

Description
The oil cooler is of tubular type. It consists of a removable core, housing and
cover. A fuel pressure relief valve is connected in parallel with the fuel inlet and
outlet ports.
The oil circulates through the stainless steel tube bundle brazed at both ends.
This extracts the calories and transfers them to the engine fuel. The oil outlet
temperature varies between (−54 °C and 160 °C).
The fuel circulates inside the tubes that evacuate the calories released by the
oil. If the pressure inside the heat exchanger core increases the pressure
relief valve opens and bypasses the heat exchanger core.

Operation
Fuel flows through the matrix (core) tubes in two passes. Should there be a
build up of pressure in the system of more than 27 psi (186.2 kpa) on the fuel
side, the pressure relief valve will allow the fuel to enter the ”fuel inlet” port
connection then exit through the ”fuel outlet” port connection bypassing the
FOR TRAINING PURPOSES ONLY!

cooler. Warm oil flows across the fuel filled matrix (core) tubes in eight passes
to the oil outlet port.

Maintenance
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FUEL OUT
FUEL IN

IDG FCOC

O-RING
DRAIN PLUG

FAN INLET CASE

FOR TRAINING PURPOSES ONLY!

OIL ’’ IN ’’ OIL OUT

IDG Oil Cooler

Maintenance
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BURNER STAGING VALVE COMPONENT DESCRIPTION

BURNER STAGING VALVE
Purpose
The purpose of the Burner Staging Valve (BSV) is to shutoff 10 of the 20 fuel
nozzles as commanded by the ECU.
The BSV stages on 10 nozzles when a lower Fuel Air Ratio (FAR) is required
by the ECU. This ensures that there is adequate deceleration capability in the
deceleration schedule. The 10 nozzles are also switched off to maintain a
adequate flame out margin.
NOTE: 10 fuel nozzles are always supplied when the engine is in
operation.
Operation
The BSV is a poppet type shutoff valve that is opened or closed by fuel
pressure (PC or PCR) from the HMU based on ECU logic. The main poppet
valve allows metered fuel delivery to the staged manifold and under most
conditions is set to the open (unstaged) position to assure that all 20 fuel
nozzles are used at the following power operations:
 N2K > 80%
 Approach Idle
 BSV Feedback Signal FDilure
 ECU or HMU Command Signal Failed
(opened at 200 - 300 psi fuel pressure)

Control and Monitoring

FOR TRAINING PURPOSES ONLY!

Dual switches in the BSV monitor the position of the valve and transmit a
feedback indication to the ECU. The switches are open when the valve is open
(unstaged).
After the ECU logic has determined that a lower FAR is required, the BSV is
staged to 10 nozzles through the HMU BSV solenoid. If the ECU receives a
valid signal from the BSV feedback switches that the BSV did stage, the ECU
then lowers the FAR in the deceleration schedule to ensure a constant rate of
engine deceleration. In operating conditions where a low FAR is required, the
design of the fuel nozzles provides the necessary spray pattern to ensure that
the engine will decelerate properly and that adequate flame out margin is
maintained.

Maintenance
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UNSTAGED
MANIFOLD

BURNER STAGING
STAGED
VALVE MANIFOLD

BSV
OFF
ON

SIGNAL
PC SERVO PORT

POPPET
(MAIN VALVE)
P22 OUTLET
PORT
P22 OUTLET
P22 INLET
PORT PC PORT
DRAIN
PORT
METERED FLOW
PCR P22 INLET
PORT
FOR TRAINING PURPOSES ONLY!

PCR
PORT

TO DRAIN

CHANNEL B
SWITCH No.2 SWITCH No1
CHANNEL A BURNER STAGING OPEN WHEN OPEN WHEN
VALVE OPEN VALVE OPEN
VALVE
CHANNEL A CHANNEL B
CONNECTOR CONNECTOR

Burner Staging Valve

Maintenance
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MAIN FUEL OIL HEAT EXCHANGER COMPONENT DESCRIPTION

MAIN FUEL OIL HEAT EXCHANGER
The Fuel/Oil Heat Exchanger is of the tubular design consisting of a
removeable core, a housing and a cover. The core has two end plates, fuel
tubes and two baffles. The fuel tubes are attached to the end plates and the
baffles inside lengthen the oil circulation path around the fuel inlet tubes.
Sealing rings installed on the core provide insulation between the oil and fuel
areas.
The Fuel/Oil Heat Exchanger housing encloses the core, and the following
items which are located on its outer portion:
 an oil pressure relief valve, which by−passes the oil when the differential
pressure across the oil portion of the exchanger is too high
 a fuel pressure relief valve, which by−passes the fuel when the differential
pressure across the fuel portion of the exchanger is too high
 a drain port, for fuel leak collection from inter−seal cavities, that prevent
oil cavity contamination
 an optional fuel−out temperature probe port
 two attachment flanges. One with the fuel pump which also provides fuel
IN and OUT passages, and one with the servo fuel heater which also
provides oil IN and OUT tubes
 one fuel IN port for fuel from the HMU, via the IDG oil cooler
NOTE: lf there is contamination in the fuel, both the servo fuel heater
and main oil/fuel exchanger must be replaced acc. AMM.
FOR TRAINING PURPOSES ONLY!

Maintenance
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COVER

FUEL CIRCULATION
END PLATE OIL CIRCULATION

SEALING BAFFLES
RINGS
BAFFLES
FUEL TUBES

OIL - IN
IF CORE
SERVO FUEL CLOGGED
HEATER
ATTACHING FUEL FLOW WHEN OIL PRESSURE
CORE CLOGGED
FOR TRAINING PURPOSES ONLY!

FLANGE RELIEF VALVE

OIL - IN TO CORE

DRAIN PORT
FUEL PRESSURE
RELIEF VALVE FUEL PUMP
ATTACHING
FLANGE
FUEL IN PORT FUEL OUT PORT OIL - OUT PORT

Main Fuel/Oil Heat Exchanger

Maintenance
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SERVO FUEL HEATER COMPONENT DESCRPTION

SERVO FUEL HEATER
The servo fuel heater raises the temperature. This prevents ice from entering
the control servos inside the Hydro Mechanical Unit (HMU).
The ServoFuel Heater consists of a cover and a housing with a heat
exchanger core inside. The fuel enters and leaves through the cover. The oil
enters the heater through one flange of the housing and circulates around the
core tubes. Finally it leaves the housing through the opposite flange.
The oil−out flange has two orifices. One corresponding to the normal circuit the
other is used if clogging of the main oil/fuel heat exchanger restricts oil
circulation beyond acceptable limits.
The servo fuel heater is a heat exchanger using oil as a heat source. Heat
exchange between oil and fuel occurs by conduction and convection inside the
unit. The two fluids circulate in the servo fuel heater through separate flow
paths.
The oil initially lubricates and cools the engine sumps. Then it enters the servo
fuel heater, giving off heat to the fuel from the wash filter. The heated fuel then
flows to the internal HMU servos.
NOTE: There is no fuel anti−clogging valve in the servo fuel heater system.
FOR TRAINING PURPOSES ONLY!

Maintenance
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FUEL OUT
FUEL IN FROM HMU
TO HMU
FUEL PUMP SERVO OIL OUTLET
TUBE
OIL FLOW WHEN OIL IN
FUEL
CORE CLOGGED
OUTLET
TUBE

CORE

OIL INLET
TUBE

FUEL INLET
TUBE
GASKET

OIL OUT
SERVO FUEL
SERVO FUEL HEATER
MAIN FOHE HEATER
FOR TRAINING PURPOSES ONLY!

GASKET

MAIN FOHE
IN OUT
FUEL

Servo Fuel Heater / Fuel Oil Heat Exchanger

Maintenance
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FUEL NOZZLE COMPONENT DESCRIPTION

A
FUEL NOZZLES
Purpose
The fuel nozzles are installed into the combustion case assembly. They are
connected to the fuel manifold assembly. The 20 fuel nozzles deliver fuel into B
the combustor in a spray pattern. This provides good light−off and efficient
burning at high power.
Operation
A FUEL
NOZZLE
The fuel nozzles contain both primary and secondary fuel flow passages. As FILTER
the engine is started the fuel passes through the inlet, and accumulates in the
portion of nozzle that houses the valves.
FUEL
The low pressure primary flow is directed through the check valve, passes FLOWMETER
through the primary passage of the nozzle tube and tip, and enters the
combustion chamber as an uniform density spray.
The high pressure secondary flow activates the flow divider valve. This fuel
passes through the secondary passage of the nozzle tube and tip. Then it
enters the combustion chamber as an uniform density, cone shaped spray. The
cone of the secondary spray is wider than that of the primary, therefore,
surrounding the primary spray pattern. B OUTLET
FUEL
FUEL MANIFOLD
Purpose
The fuel manifold supplies metered fuel to the twenty fuel nozzles and drains
any fuel that may leak from the fuel supply connection lines.
FOR TRAINING PURPOSES ONLY!

FUEL NOZZLE FILTER

The fuel nozzle filter is installed near the servo fuel heater at 8 o’clock and
attached to the fuel flow transmitter.
The fuel nozzle filter collects any contaminants that may still be left in the fuel INLET
FUEL
before it goes to the fuel nozzle supply manifold.
Figure 79 Fuel Nozzle Filter

Maintenance
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COBUSTION
SHROUD CASE
CONNECTOR
FWD
A
FUEL NOZZLE

GASKET

POS 20 POS 1
POS 2
POS 19 COMBUSTOR
POS 3 SWIRL CUP
POS 18 TIP OF
POS 4
FUEL
NOZZLE
POS 17
POS 5

POS 16 AFT LOOKING FORWARD

POS 6

POS 15
POS 7

POS 14
POS 8
A
POS 13
POS 9
POS 12 FUEL NOZZLE FUEL TUBE
POS 10
FOR TRAINING PURPOSES ONLY!

POS 11
O-RINGS

Fuel Nozzle Arrangement COUPLING

NUT

LOCKING WIRE

Fuel Nozzles and Manifolds

Maintenance
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73−30 INDICATING

INDICATING DESCRIPTION
Fuel Flow Transmitter
The fuel flow transmitter is installed in the fuel line between the HMU and the
burner staging valve. It is mounted on the lower left−hand side of the fan case,
rearward of the LP/HP fuel pump.
The fuel flow transmitter is made of these primary assemblies:
 Transmitter Body
 Inlet Fitting and Clamps
 Turbine Assembly
 Measurement Assembly

Fuel Flow and Fuel Used Indication

The Fuel Flow Transmitter is installed at the HMU. The signals are routed to the
ECU and via the DMCs to the ECAM. The Fuel Used-is calculated in the DMCs
FOR TRAINING PURPOSES ONLY!

FUEL FLOW
TRANSMITTER

Fuel Flow Transmitter

Maintenance
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HYDROMECHANICAL
UNIT
FUEL INJECTION
SUPPLY TUBE

FUEL SUPPLY
HOSE

FUEL FLOW
TRANSMITTER
ELECTRICAL SEAT BELTS
CONNECTOR NO SMOKING

UPPER
ECAM STS
DISPLAY
FUEL SUPPLY
TUBE
LOWER
ECAM
DISPLAY
FUEL FLOW TRANSMITTER

3
START 2
FOR TRAINING PURPOSES ONLY!

COMMON
CH A
STOP DMC 1

ECU
2
FWC 1
CH B

Fuel Flow / Fuel Used Indication

Maintenance
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Fuel Filter Clogging Indication

The fuel filter clogging switch is installed
at 10 o‘ clock position at the L/H fan frame.

FUEL FILTER
dP-SWITCH

BRACKET

COVER
FOR TRAINING PURPOSES ONLY!

ELECTRICAL
CONNECTOR
Fuel Filter dP-Switch

Maintenance
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UPPER ECAM
DISPLAY
EWD

SINGLE MASTER
MASTER
CHIME
CAUTION
CAUTION

3 WARNING MESSAGE
2 2
ENG 1 (2) FUEL FILTER CLOG
FWC 1 DMC 1

SDAC SDAC
2 1

nP>11,5PSI nP>11,5PSI
FOR TRAINING PURPOSES ONLY!

HI HI

1 1

LO LO
2 2
LOWER ECAM
DISPLAY
FUEL FILTER DIFFERENTIAL FUEL FILTER DIFFERENTIAL SD
PRESSURE SWITCH PRESSURE SWITCH
ENGINE 2 (4000EL) ENGINE  (4000EL)
CLOG INDICATION

Fuel Filter Clogging Indication

Maintenance
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FUEL FLOW TRANSMITTER COMPONENT DESCRIPTION

FUEL FLOW TRANSMITTER

The purpose of the fuel flow transmitter is to provide the ECU with information,
for indicating purposes, on the weight of fuel used for combustion.
Located in the fuel flow path, between the HMU metered fuel discharge port
and the fuel nozzle filter, it is installed on supporting brackets on the aft section
of the HMU.
The interfaces are:
− a fuel supply hose, connected from the HMU.
− a fuel discharge tube, connected to the fuel nozzle filter.
− an electrical wiring harness, connected to the ECU.
The fuel flow transmitter consists of an aluminium body with a cylindrical bore
containing a rotating measuring device, which generates electronic pulses
proportional to the fuel flow.
An electrical connector is installed on the outside of a rectangular electronics
compartment.
FOR TRAINING PURPOSES ONLY!

Maintenance
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HYDROMECHANICAL
UNIT

FUEL DISCHARGE TUBE

FLOW

UP

HMU
DISCHARGE
PORT
INLET OUTLET

ELECTRICAL
CONNECTOR
FOR TRAINING PURPOSES ONLY!

INSTALLATION BRACKET

FUEL SUPPLY HOSE

Fuel Flow Transmitter

Maintenance
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ATA 73 - Fuel
CFM56-5B (Differences)

Maintenance Course B1 / B2 11/2013

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ATA 73 ENGINE FUEL AND CONTROL

73−10 DISTRIBUTION
FUEL DISTRIBUTION PRESENTATION
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 HMU (Hydromechanical Unit) metering system
before passing through a fuel flow transmitter.
Before going to the fuel nozzles, the fuel is directed to a FMMV (Fuel Manifold
Modulating Valve). In some manuals it is also sometimes called a BSV (Burner
Selection Valve). 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
entering sensitive servo systems. The heated fuel enters the HMU servo
mechanism 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 IDG (Integrated Drive Generator) oil cooler and a FRV (Fuel Return Valve)
are also an this line. The FRV may redirect 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.
FOR TRAINING PURPOSES ONLY!

Maintenance
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TO A/C TANKS
FROM A/C

FUEL RETURN
VALVE

MAIN IDG
FUEL OIL/FUEL OIL
PUMP HEAT COOLER
EXCHANGER

FUEL
FILTER

MAIN1 MANIFOLD
FUEL
PUMP HMU
METERING FUEL FLOW
SYSTEM PILOT MANIFOLD
TRANSMITTER
FMMV
FOR TRAINING PURPOSES ONLY!

FUEL
MANIFOLD
HMU MODULATING MAIN2 MANIFOLD
SERVO SERVO
VALVE
FUEL MECHANISMS VALVES
HEATER ACTUATORS

Fuel System Overview

Maintenance
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FUEL NOZZLE SUPPLY DESCRIPTION The fuel flow sent to the Main 2 manifold is controlled by the MBSV (Main
Burner Staging Valve).
The FMMV delivers fuel to the nozzles through three different supply
manifolds: The fuel is delivered to 20 double−tip fuel nozzles. Each nozzle has two inlets,
one connected to the Pilot manifold, and the other connected to either the Main
 The Pilot manifold supplies the 20 outer domes of the combustion chamber 1 or the Main 2 manifold.
(pilot burner).
Each manifold is made up of two halves. The halves are connected to the three
 The Main 1 manifold supplies 10 of the 20 inner domes of the combustion FMMV outlets through a connection box. The six halves are secured to the
chamber (main burner 1). core engine.
 The Main 2 manifold supplies the remaining 10 inner domes (main burner Tubes with connecting nuts are brazed onto the manifolds, to supply fuel to the
2). corresponding nozzles
The fuel flow sent to the Pilot and the Main 1 manifolds is controlled by the
DAMV (Double Annular Modulating Valve).

MAIN BURNER 2 MAIN 2 MANIFOLD

MAIN BURNER 1 MAIN 1 MANIFOLD
PILOT BURNER PILOT MANIFOLD

DOUBLE-TIPS
FUEL NOZZLE
ONE OF TWENTY
FOR TRAINING PURPOSES ONLY!

FMMV

Fuel Nozzle Supply

Maintenance
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COMBUSTOR
OUTER CASING
SPARK IGNITER
FERULES

SWIRL CUPS

DILUTION HOLE

TBC

LINER
FOR TRAINING PURPOSES ONLY!

CENTERBODY

FORWARD INNER SUPPORT

COWL
TBC: THERMAL BARRIER COATING
DAC Nozzle Supply
Maintenance
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FUEL RETURN VALVE DESCRIPTION

FUEL RETURN VALVE ASSEMBLY
The purpose of the fuel return valve is to return fuel back to the tank. The mixing of the recirculated fuel is such that its temperature is maintained
It mixes hot fuel flowing from the IDG fuel/oil heat exchanger and cold fuel from below 100 deg.C (212 deg.F) continuously and 110 deg.C (230 deg.F)
the LP fuel pump. It is controlled by the ECU based on engine oil temperature transiently.
which is correlated with the IDG oil temperature. Both levels of the fuel return valve are controlled by the ECU based on the
It provides a stop function for the recirculated fuel, when no recirculation is engine oil temperature value:
commanded by the ECU.  On ground:
The fuel return valve is located on the left−hand side of the fan inlet case, at − Only the first level is selected when engine oil temperature (TEO) is
the 10:00 o’clock position and between flanges E and F (above the IDG oil greater or equal to 90 deg.C (194 deg.F).
cooler).  In flight:
Description − The first level is selected when TEO is greater or equal to 90 deg.C
The rectangular−shaped FRV (starting from top and clockwise) has 6 fuel (194 deg.F).
nipples for connection with the tubing which follows: − The second level is selected when TEO is greater or equal to 95 deg.C
 Fuel return line to the fuel tank (WRT), (203 deg.F).
 PRE SB CFM 73−0096:
PRE SB CFM 73−0096
− Shut−off signal line from the HMU (P Stop),
The fuel is not recirculated when the FRV receives an HMU hydraulic signal at
 POST SB CFM 73−0096: the engine shutdown or when the ECU does not command first or second level
− Bypass line to the fuel pump LP stage (CLP), of recirculated fuel if any of the following conditions is met:
(END OF SB CFM 73−0096), − N2 less than 50 percent,
 Line from the fuel pump HP stage (PSF), − measured fuel flow greater than 5520 lb/h (2504 kg/h),
 Cold fuel line from the fuel pump LP stage (CLP), − when the ECU receives the inhibition signal to shut off the FRV.
 Hot fuel line from the IDG oil cooler (HLP),
POST SB CFM 73−0096
FOR TRAINING PURPOSES ONLY!

 Fuel drain line.

The fuel is not recirculated when the ECU does not command first or second
The FRV has also 2 electrical receptacles for connection with the channels A level of recirculated fuel if any of the following conditions is met:
and B of the ECU.
− N2 less than 50 percent,
Operation − measured fuel flow greater than 5520 lb/h (2504 kg/h),
The fuel return valve controls 2 flow levels: − when the ECU receives the inhibition signal to shut off the FRV.
 The first level recirculates 500 kg/h (1100 lb/h) including 300 kg/h (726 lb/h) END OF SB CFM 73−0096.
of hot fuel and 200 kg/h (440 lb/h) of cold fuel. The shut off piston of the valve is equipped with a dual position switch to
 The second level recirculates 1000 kg/h (2203 lb/h) including 600 kg/h provide closed/not closed indication. These position switch indications are
(1320 lb/h) of hot fuel and 400 kg/h (881 lb/h) of cold fuel. processed by the ECU.

Maintenance
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ELECTRICAL
SWITCHES CONNECTIONS
TO ECU

A B
SHUT−OFF VALVE

PRE SB 73−0096

P STOP
FUEL SHUTOFF
RETURN SIGNAL
TO A/C PSF FROM HCU
TANK FROM FUEL
(WRT) PUMP HP

BYPASS PB/PSF FUEL TUBE

FUEL V1 SOLENOID
DRAIN V2 SOLENOID
2 2 POST−SB 73−0096

FUEL RETURN FLOW CONTROL PILOT VALVE

VALVE
VALVE

A
MIXING CHAMBER

HOT FUEL
(FROM IDG
FOR TRAINING PURPOSES ONLY!

OIL COOLER
HLP)

COMPENSATING
VALVE

COLD FUEL
FROM FUEL PUMP LP
(CLP)

Fuel Return Valve Schematic

Maintenance
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FMM VALVE MODES OPERATION

In order to operate the DAC (Double Annular Combustor) 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 polluant emission limits.
Three modes can be set by the DAC control:
 Mode 20/0: 20 Pilot burners are fuel supplied. Main 1 and Main 2 are OFF.
 Mode 20/10: 20 Pilot burners and 10 Main 1 burners are fuel supplied. The
10 Main 2 burners are OFF.
 Mode 20/20: 20 Pilot burners, 10 Main 1 burners and 10 Main 2 burners are
supplied.
FOR TRAINING PURPOSES ONLY!

Maintenance
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PILOT (ON)
FWD
MAIN 1 (ON)

MAIN 2 (OFF)

FWD

IDLE POWER 20/0

FWD

DOUBLE TIP FUEL NOZZLES FWD

FOR TRAINING PURPOSES ONLY!

INTERMEDIATE POWER 20/10

FUEL OFF FUEL ON
PILOT
MAIN 1
MAIN 2 FWD
ÍÍ
ÍÍ HIGH POWER 20/20

Figure 208 DAC FMMV Operating Modes

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

supplied.

Maintenance
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Operation Pilot Main

20/10 52% 48%

Transient 40% 60% PILOT

Steady state less

MAIN
DAC POWER OPTIMIZATION DURING FLIGHT
FOR TRAINING PURPOSES ONLY!

IDLE HIGH HIGH INTERMEDIATE IDLE INTERMEDIATE HIGH

(TAXI) (TAKEOFF) (CLIMB) (TAXI) (DESCENT) (LANDINGI) (REVERSE)

Fuel Flow Split

Maintenance
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73−10 DISTRIBUTION
FUEL NOZZLES OPERATION
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:
 2 independent fuel inlet connectors
 2 independent metering valve assemblies
 A support to secure the fuel nozzle an the combustion case
 2 metering sets to calibrate Primary and Secondary fuel flow sprays for Pilot
and Main
Two types of nozzle are installed an the engine:
 10 Cooling nozzles
 10 Bleed nozzles
Though there are differences between the cooling and bleed nozzles in the
internal cooling circuits, they are more similar in function and fuel management.
An additional Bleed Valve body is manufactured onto the Bleed Nozzle body.
FOR TRAINING PURPOSES ONLY!

To facilitate nozzle type identification, a color band is wrapped around the valve
assembly:
 A blue band at the Cooling nozzle
 A yellow band at the Bleed nozzle

Maintenance
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INLET
PILOT CONNECTIONS

METERING VALVE
ASSEMBLIES

MAIN

COLOR BAND

PILOT METERING SET

MOUNTING
FLANGE MAIN METERING
FOR TRAINING PURPOSES ONLY!

SET

Fuel Nozzle
Maintenance
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73−20 CONTROLLING
FADEC COMPONENTS DESCRIPTION
Front Panel Electrical Connectors
There are 15 threaded electrical connectors located on the front panel,
identified through numbers 11 to J15 marked on the panel.
Each connector features a unique key pattern which only accepts the correct
corresponding cable plug.
All engine input and command output signals are routed to and from channels
A and B, through separate cables and connectors.
Engine Rating/Identification Plug
The engine rating/identification plug provides the ECU with engine
configuration information for proper engine operation.
lt is plugged into connector J14 and attached to the fan case by a metal strap.
It remains with the engine even after ECU replacement.
The plug includes a coding circuit, equipped with push-pull links which either
ensure, or prohibit connections between different plug connector pins.
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
FOR TRAINING PURPOSES ONLY!

 tool, which enables the engine serial number to be loaded into the ECU’s
NVM (Non−Volatile Memory)
 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 configurations.
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.

Maintenance
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LOCK WIRE

CODING CIRCUIT

PUSH-PULL LINK

O-RING

SHEATED
CABLE

CHANNEL A CHANNEL B
CONNECTOR CONNECTOR FUNCTION
FOR TRAINING PURPOSES ONLY!

(ODD) (EVEN)

J1 J2 A/C POWER (28V) AND IGNITER POWER (115V) BOLTED ON THE

J3 J4 A/C INPUT/OUTPUT AND TLA FAN CASE
J5 J6 THRUST REVERSER
J7 J8 SOLENOIDS, TORQUE MOTORS, RESOVLERS, N2
J9 J10 ALTERNATOR, SAV, N1 AND T12
J11 J12 LVDT’S, RVDT’S, T25, B25 POSITION SWITCH
SHARED J14 ENGINE IDENTIFICATION PLUG
J13 SHARED WF METER, THERMOCOUPLES
J15 SHARED TEST INTERFACE

FADEC Electrical Connectors

Maintenance
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MAINTENANCE TASKS PRESENTATION

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
 SAC/DAC configuration
 CCNIDP option
 CCNECU 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.
FOR TRAINING PURPOSES ONLY!

Maintenance
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 &  BUMP LEVEL: Y bump available
 !-+!'
 4    
N bump not available
* -  '' "!

    N1 TRIM: value from 0 to 7 indicates
    
' trim level

   % 
  
 
 
CONFIG: RACSB, TBV, NACTB

 &   

 -##*"   PMUX option: Y indicates PMUX installed
 
 N indicates PMUX not installed

SAC CONFIG: Single Anular Combustor installed

DAC CONFIG: 1= DAC1 combustor with
DAC1 fuel nozzle
2= DAC1 combustor with
DAC2 duel nozzles
3= DAC2 combustor with
DAC2 fuel nozzles

CCNIDP: Core Chevron Nozzle Status IDP (Y/N)

CCNECU: Core Chevron Nozzle Status ECU (Y/N)
FOR TRAINING PURPOSES ONLY!

TRSOV Y TRSOV installed

N TRSOV not installed

FADEC unit P/N is stored in Non−Volatile Memory, and in

case of NVM fault, P/N will bei displaed as dashes

DAC LRU Ident & Serial No. Entry

Maintenance
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FADEC COMPONENT DESCRIPTION

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 ECU (Electronic Control Unit),
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 FAR (fuel/air ratio)
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
FOR TRAINING PURPOSES ONLY!

Maintenance
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NACTB
FOR TRAINING PURPOSES ONLY!

MODE 20/0 MODE 20/10 MODE 20/20 FMMV

ECU/DAC Particulars
Maintenance
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FUNCTIONAL OPERATION OF DAC MODES

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
active 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
sensors 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.
FOR TRAINING PURPOSES ONLY!

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 hung−up)

Maintenance
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Technical Training A320 Family 73−20

NORMAL OPERATION APPROACH

MODE 20/0 MODE 20/10 MODE 20/10

NAC COOLING
FOR TRAINING PURPOSES ONLY!

NACTB
MODE 20/0 MODE 20/10

DAC Fuel Flow Splits

Maintenance
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Technical Training A320 Family 73−20

SIMPLEX HPTCC AND LPTCC SYSTEM OPERATION

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.
FOR TRAINING PURPOSES ONLY!

Maintenance
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Technical Training A320 Family 73−20

SIMPLEX CONTROL

DUAL FEEDBACK
CHANNEL HPTC VALVE
A

DUAL FEEDBACK LPC VALVE

CHANNEL
B
FOR TRAINING PURPOSES ONLY!

SIMPLEX CONTROL

Simplex HPTCC and LPTCC

Maintenance
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A320 DIFF
Technical Training A320 Family 73−20

DIFFERENCES FROM CFM56−5B (A320) TO CFM56−5B (A318)

FADEC AND INTERFACES
TCM (Thrust Control Malfunction) Protection Function Description
The Spoiler Elevator Computer (SEC) receives the Throttle Lever / Throttle
Control Unit (TCU) / potentiometer and Radio Altimeter (RA) data. With this
information, the SEC states ”A/C on ground and related engine throttle lever at
or below idle” and controls its TCM A/C ARMING SECRELAY.
If the Engine Control Unit (ECU) detects an engine uncommanded and
uncontrollable powerexcursion and the A/C is confirmed on ground (Landing
Gear Control and Interface Unit (LGCIU) signal via the EIU, Mach number
consolidation), the ECU triggers the TCM protection.
The TCM protection is only active if the TCM A/C ARMING SEC RELAY status
satisfies the arming condition for:
 The TCM engine ARMING RELAY
 The ECU control drive (28 VDC supply inside ECU)
When all TCM conditions are satisfied, the 28 VDC supplies the ENG master
switch ON position to energize the engine High Pressure Shut Off Valve
(HPSOV) via the A/C master switch control wiring.
FOR TRAINING PURPOSES ONLY!

Maintenance
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A320 DIFF
Technical Training A320 Family 73−20
FOR TRAINING PURPOSES ONLY!

TCM Protection
Maintenance
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ENGINE GENERAL A318

The difference between A320 and A318 are:
 The engine thrust rating through the Electronic Control Unit (ECU) is
decreased by plug programming.
 The Burner Staging Valve (BSV) system is deleted following a CFMI
improvement program.
 The A318 is powered by two CFM International CFM56−5B engines with an
appropriate programming ”5B8/P” on the J14 identification plug connected
to the ECU.
 Note that these engines incorporate the last CFMI improvements, which
are:
− A single ring fuel manifold is fitted as the consequence of the BSV
deletion.
− The air starter includes a bayonet type magnetic plug.
− A ”molded type” oil tank with a slightly higher oil capacity. The oil tank
isfitted on three mounts by removable cotter pins.

SYSTEM DESCRIPTION
The CFM56−5B8/P produces a take−off thrust of 21600 lbs (9798 daN).
The appropriate identification plug transmits the discrete coded signals to the
ECU through a combination of ”pull or push pins”.
It is coded in the factory during installation of the engine. User can check the
correct engine rating and identification plug data on the Multipurpose Control
and Display Unit (MCDU).
Downstream of the Hydro Mechanical Unit (HMU), for the combustionchamber,
FOR TRAINING PURPOSES ONLY!

the fuel directly flows to the twenty fuel nozzles which are connected to a single
ring fuel manifold.

Maintenance
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A320 DIFF
Technical Training A320 Family 73−20
FOR TRAINING PURPOSES ONLY!

BSV Deletion
Maintenance
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ATA 76 - Engine Controls

Maintenance Course B1 / B2 11/2013

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ATA 76-00 ENGINE CONTROLS - GENERAL

General Engine Manual Start
7
The engines controls are located on the overhead panel and the pedestal. The Engine Manual Start Panel Pushbuttons are provided to open the start
valves during an engine manual start or cranking sequence.
Thrust Levers
There are two thrust levers, they are used as conventional throttles and as FADEC Ground Power
thrust rating limit selectors. Each thrust lever is fitted with a thrust reverser The FADEC is normally supplied with power by a dedicated generator driven
control lever. Two autothrust instinctive disconnect pushbuttons are provided by the gearbox. When the engine is not running, the FADEC can be powered
on the throttle control levers from the aircraft network by using the FADEC Ground Power Pushbutton.

Engine Master Switches Engine Fire

Two Engine Master Switches with two positions, ON or OFF, are provided to When the Engine Fire Pushbutton is released out, the Low Pressure Fuel Shut
open or close the High Pressure (HP) fuel valve and command and reset the Off Valve is closed, and the aircraft electrical power supply to the FADEC
FADEC functions. The red indicator light is activated in case of FIRE and the system is interrupted.
amber indicator light is activated in case of aborted start.
Engine Anti Ice
Engine Start For each Engine, the hot bleed air is ducted via an ON/OFF valve which is
The rotary selector initiates either an IGN/START sequence or a CRANK controlled from the cockpit. The valve is pneumatically operated, electrically
sequence. After the start or crank sequence, the selector is set back to the controlled and spring loaded open. In case of loss of electrical power supply,
NORM position. the valve will open. There is only a blue/amber light at the pushbutton and a
message on the ECAM MEMO display.
FOR TRAINING PURPOSES ONLY!

Maintenance
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FAULT FAULT
ON ON

DISCH DISCH DISCH DISCH

DISCH
FOR TRAINING PURPOSES ONLY!

Engine Controls Overview

Maintenance
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76−11 THROTTLE CONTROL

DESCRIPTION The thrust lever has three stops at the pedestal and three detents in the
artificial feel unit:
General  0° STOP = FWD IDLE THRUST – IDLE
The throttle control system consist of the:  -20° STOP = FULL REVERSE THRUST – MREV
 Throttle Control Lever  45° STOP = MAX .TAKE OFF THRUST – TOGA
 Throttle Control Artificial Feel Unit (Mechanical Box)  DETENT  = (REVERSE) IDLE THRUST – REV
 Thrust Control Unit  DETENT  = MAX.CLIMB (ALSO CRUISE SELECTION) – CL
 Electrical Harness  DETENT  = MAX. CONT (FLEX TAKE OFF THRUST) – MCT/FLX T/O
The design of the throttle control is based upon a fixed throttle concept :
This means that the throttle control levers are not servo motorized.
TO FLX TO CL IDLE REVERSE
Thrust Control Unit
GA MCT
The Thrust Control Unit contains two resolvers, each of which sends the thrust
lever position to the Engine Control Unit. The extraction current for the
resolvers is provided by the ECU.
3 2
Auto Thrust Disconnect Pushbutton
1
The Auto Thrust Instinctive Disconnect Pushbutton can be used to disengage
10° 25°
the auto thrust function. 10° 6°
THROTTLE CONTROL LEVERS 14°

General
The thrust levers comprises:
− a thrust lever which incorporates stop devices and autothrust
FOR TRAINING PURPOSES ONLY!

instinctive disconnect pushbutton switch

− a graduated fixed sector
− a reverse latching lever
The thrust lever is linked to a mechanical rod. This rod drives the input lever of
the throttle control artificial feel unit (Mechanical Box).

Reverse Thrust Latching Lever

To obtain reverse thrust settings, the Reverse Thrust Latching Lever must be
lifted. A mechanical cam design is provided to allow reverse thrust selection
when thrust lever is at forward idle position.

Maintenance
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FOR TRAINING PURPOSES ONLY!

Extraction
Current
HMU CHANNEL A RESOLVER A
FUEL
METERING ECU TCU
VALVE CHANNEL B RESOLVER B

Extraction
Current
Engine Thrust Lever Control
Maintenance
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THROTTLE CONTROL - COMPONENT DESCRIPTION

THROTTLE CONTROL ARTIFICIAL FEEL UNIT
The Throttle control artificial feel unit is located below the cockpit center
pedestal. This artificial feel unit is connected to engine 1(2) throttle control lever
and to the engine 1(2) throttle control unit by means of rods.
The artificial feel unit is a friction system which provides a load feedback to the
throttle control lever.
This artificial feel unit comprises two symmetrical casings, one left and one
right. Each casing contains an identical and independent mechanism.
Each mechanism is composed of:
 Friction Brake Assembly
 Gear Assembly
 Lever Assembly
 Bellcrank Assembly
Throttle lever travel is transmitted to the to the artificial feel unit and to the
throttle control unit. The linear movement of the throttle levers is transformed
into a rotary movement at the bell crank which turns about the friction brake
assembly shaft. This movement rotates a toothed quadrant integral with the
shaft.
This toothed quadrant causes inverse rotation of a gear equipped with a disk
which has three detent notches. Each notch corresponds to a throttle lever
setting and is felt as a friction point at the throttle levers.
FOR TRAINING PURPOSES ONLY!

Maintenance
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MECHANICAL BOX(ES) MECHANICAL

BOXES
An adjustment screw is
provided at the lower part of
each mechanical box to adjust
the artificial feel.

GEAR
ASSEMBLY
FRICTION
BRAKE RIGGING
ASSEMBLY CASING POINT

ADJUSTMENT
SCREW
FOR TRAINING PURPOSES ONLY!

BELL CRANK
ASSEMBLY

FRICTION
LEVER DETENT FORCE
ADJUSTMENT
ASSEMBLY ADJUSTMENT
SCREW
Mechanical Boxes
Maintenance
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THROTTLE CONTROL UNIT
Components
 Input Lever
 Mechanical Stops which limit the angular range
 5esolvers  whose signals are dedicated to the ECU
(one resolver per ECU channel)
 3otentiometers  fitted three by three. Their signals are used by the flight
control system and the thrust reverser control system
 a device which drives the resolver and the potentiometer
 a pin device for rigging the resolvers and potentiometers
 a safety device which leads the resolvers outside the normal operating
range in case of failure of the driving device
 two output electrical connectors
The input lever drives two gear sectors assembled face to face. Each sector
drives itself a set of one resolver and three potentiometers.

TRA and TLA - Relation

The relationship between the throttle lever angle (TLA) and throttle resolver
angle (TRA) is linear. AIDS Alpha Call Up is “TLA“.
The accuracy of the throttle control unit (error between the input lever position
and the resolver angle) is 0.5 deg. TRA.
The maximum discrepancy between the signals generated by the two resolvers
is 0.25 deg. TRA.
The TLA resolver operates in two quadrants. The first quadrant serves for
positive angles and the fourth quadrant for negative angles. Each resolver is
dedicated to one channel of the ECU and receives its electrical excitation from
FOR TRAINING PURPOSES ONLY!

the ECU.
The ECU considers a throttle resolver angle value:
− less than −47.5 deg. TRA or
− greater than 98.8 deg. TRA as resolver position signal failure.
The ECU incorporates a resolver fault accommodation logic. This logic allows
engine operation after a failure or a complete loss of the throttle resolver
position signal.

Maintenance
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3 COUPLED POTENTIOMETERS  CROSS-SECTION

ELECTRICAL
CONNECTORS

C
C
CONTROL
LEVER

TOOTHED
SEGMENTS

RIGGING
RESOLVER 
POINT
FOR TRAINING PURPOSES ONLY!

THRUST CONTROL UNIT(S) 2 RESOLVERS

3 COUPLED
- 2 units POTENTIOMETERS C
Each unit consists of:
- 2 resolvers CONNECTORS
- 6 potentiometers

Throttle Control Units

Maintenance
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BUMP RATING DESCRIPTION (OPTIONAL)

General
On some operators aircrafts the throttle control levers may be equipped with
Bump Rating Pushbuttons - one per engine. This enables the ECU to be
re-rated to provide additional thrust capability for use during specific aircraft
operations.
Function
The takeoff bump ratings can be selected, regardless of the thrust lever angle
when the airplane is on the ground. The bump ratings, if available, are selected
by a push button located on the thrust lever.
Actuation of the switch will generate a digital signal to both ECUs via the EIU.
The maximum take-off rating will then be increased by the pre−programmed
delta N1 provided the airplane is on the ground.
The bump ratings can be de−selected at anytime by actuating the bump rating
push button as long as the airplane is on the ground and the thrust lever is not
in the maximum takeoff (TO) detent.
In flight, the bump ratings are fully removed when the thrust lever is moved
from the TO detent to, or below, the MCT detent.
The bump rating is available in flight under the following conditions.
 Bump rating initially selected on the ground.
 TO/GA thrust lever position set.
 Airplane is within the takeoff envelope.
The bump rating is a non−standard rating and is only available on certain
designated operator missions. Use of the bump rating must be recorded. This
information is for tracking by maintenance personnel.
FOR TRAINING PURPOSES ONLY!

Maintenance
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THRUST

(lb)

MAX. TAKE OFF 25000 lbs

25000
MAX. CONTINUOUS 23700 lbs
(OPTIONAL)
BUMP 20000
THRUST
PUSH BUTTONS

15000
N1

10000 EGT

5000 30°C AMBIENT TEMP. (C)

SEA LEVEL STATIC (1013 hPa)
FOR TRAINING PURPOSES ONLY!

AMBIENT
TEMP. (C)
-10 0 10 20 30 40

Bump Rating Pushbuttons

Maintenance
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ATA 77 - Engine Indicating

Maintenance Course B1 / B2 11/2013

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ATA 77ENGINE INDICATING*(1(5$/

INTRODUCTION
7
The engine power management is effected by means of the:
 ECAM System (Upper and Lower Display Unit)
 Warning and Caution Systems
The engine is equipped with sensors for monitoring and indication purposes on
the flight deck ECAM display units like:
− Temperature
− Pressure
− Speed
− Vibration
− Fuel Flow
lt also has switches that provide indication for
− Oil/Fuel Clogging.
− Thrust Reverser Hydraulic Pressure
− Starter Air Valve and T/R position
Depending on the data transmitted, messages are generated on the following
devices :
− Upper ECAM: Engine Warning Display (EWD).
− Lower ECAM:Systems Display (SD).
− Master Caution, or Master Warning.
− Aural Warnings
These messages are used to run the engine under normal conditions
FOR TRAINING PURPOSES ONLY!

throughout the operating range, or to provide warning messages to the crew

and maintenance personnel. The master caution and warning are located in
front of the pilot on the glance panel.

Maintenance
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UPPER ECAM
DISPLAY UNIT
B

A C

B
D

A D C

MASTER MASTER
WARN WARN
FOR TRAINING PURPOSES ONLY!

MASTER MASTER
CAUT CAUT

131VU 11VU 130VU

B
LOWER ECAM
DISPLAY UNIT
4VU
Engine Indication Presentation
Maintenance
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INDICATION SYSTEM DESCRIPTION

Upper ECAM Display Unit
The engine primary parameters are permanently displayed on the upper ECAM
Display Unit:
 N1 Shaft Speed
 Exhaust Gas Temperature
 N2 Shaft Speed
 Fuel Flow
The trust limit is shown in % on the left side for:
 TO/GA = Take Off / Go Around Power
 CL = Climb Power
 MCT = Max Continuous Power
 FLEX = Flex Take Off
The Temperature is shown behind the limit Flex can be initiated via the
MCDU REF page. A temperature above 30°C will reduce the Power.
 MAX REV = Max Reverse Power
Lower ECAM Display Unit
The engine secondary parameters are displayed on the lower ECAM Display
Unit (Engine System Display) when automatically or manually selected:
 Fuel Used
 Oil Quantity
 Oil Pressure
 Oil Temperature
FOR TRAINING PURPOSES ONLY!

 Ignition System
 Starter Air Valve Position and Starter Air Pressure
NOTE: These indications are only shown during engine start
sequence
 Nacelle Temperature
 Engine Shaft Vibration
 Oil Filter Clogging
 Fuel Filter Clogging

Maintenance
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UPPER ENG.
UPPER ENG.
ECAM
ECAMDISPLAY
DISPLAY
UNIT
UNIT
FLX 84.6 % 35°C OR
CL 88,1%
MCT 94,3%
T/O 95.4%
M/REV 70,0%

LOWER
LOWERENG.
ENG.
ECAM DISPLAY
ECAM DISPLAY
UNIT
UNIT
FOR TRAINING PURPOSES ONLY!

NAC temp. indication:

NAC
240 c 90

ECAM Display Units

Maintenance
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77−10 POWER
C
SPEED INDICATION OPERATION
N1Speed
N1 Speed Sensor
Sensor
TheN1N1
The speedspeed
sensorsensor is on
is installed installed on strut
the fan frame the atfan
the frame strut at the
5:00 o’clock
position. It is secured to the fan frame with 2 bolts.
5:00 o’clock position. It is secured to the fan frame with
The N1 speed sensor detects the low pressure assembly rotational speed and
2 bolts.the corresponding signals to the Engine Vibration Monitoring
transmits
Theand
Unit N1thespeed sensor
Electronic Control detects
Unit, ChanneltheA low pressure
& Channel B. assembly
The N1 Speed Sensor consists of the following:
rotational speed and transmits the corresponding signals to A
 a three connector receptacle (Ch-A • A/C • Ch-B),
the Engine Vibration Monitoring Unit and the Electronic
 an attachment flange,
Control
 a sensorUnit,
probe which includes the pole pieces.
N1 SPEED
SENSOR
Channel A and Channel B.
The N1 Speed Sensor consists of the following:
- a three connector receptacle (Ch-A • A/C • Ch-B),
- an attachment flange,
- a sensor probe which includes the pole pieces.
FLANGE

BODY
POLE
PIECES
FOR TRAINING PURPOSES ONLY!

B
C
THREE-CONNECTOR
HEAD

N1 Speed Sensor

Maintenance
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Technical Training A320 Family 77−10

A: ACTUAL N1: N1 Needle and N1 digital indication are normally green. The needle pulses
amber when the actual N1 is above the N1 MAX. Both needle and digital indication
Apulse red when
ACTUAL
THEN1
theNEEDLE
N1: N1
NEEDLE
actual N1ANDis above the N1INDICATION
N1 DIGITAL red line (102ARE
%). When N1 is degraded
NORMALLY GREEN.
(both sensorsPULSES AMBER
failed), the WHEN
last digit THEdigital
of the ACTUAL N1 IS
display ABOVEdashed.
is amber THE N1 MAX. BOTH
NEEDLE AND DIGITAL INDICATION PULSE RED WHEN THE ACTUAL N1 IS ABOVE THE
B: N1N1
COMMAND: N1 corresponding
RED LINE(102%). WHEN N1 IStoDEGRADED
the ATS demand,
(BOTHlimited by the thrust
N1 SENSORS lever
FAILED),THE
LP ROTOR SPEED (N1)
LAST DIGIT
position. OF THE DIGITAL
Not displayed if A/THRDISPLAY
is OFF. IS AMBER DASHED.
C:BTRANSIENT
N1 COMMAND: N1 CORRESPONDING TO THE ATS DEMAND, LIMITED BY THE THRUST
N1 (blue arc): symbolizes the difference between the N1 command and
LEVER POSITION. NOT DISPLAYED IF A/THR OFF.
the actual N1. Not displayed if A/THR is OFF.
B D
C TRANSIENT N1 (BLUE ARC): SYMBOLIZES THE DIFFERENCE BETWEEN THE N1 COMMAND C E
D: N1AND
TLA: N1 ACTUAL
THE corresponding
N1. NOTto the thrust lever
DISPLAYED positionOFF.
IF A/THR (predicted N1).
D N1 N1:
E: MAX N1 CORRESPONDING
TLA:Amber index at the valueTO THE THRUST
corresponding toLEVER
the full POSITION (PREDICTED
forward position of the N1).
Ethrust lever.
MAX N1: AMBER INDEX AT THE VALUE CORRESPONDING TO THE FULL FORWARD N1 5 10
POSITION OF THE THRUST LEVER. % REV F
F: N1N1EXCEEDANCE:
EXCEEDANCE:if 100,3 % is IS exceeded, a redAmark
RED appears at the maxATvalue
Fachieved. It will
IF 100.3%
disappear after a new
EXCEEDED,
start on ground or
MARK APPEARS
after maintenance
THE MAX
action 35.5
VALUE ACHIEVED. IT WILL DISAPPEAR AFTER A NEW START ON GROUND OR AFTER
through the MCDU.
MAINTENANCE ACTION THROUGH THE MCDU.
A G
GREVERSE:
G:
REVERSE:
GREEN WHEN
APPEARS
appearsTHEamber
AMBER WHEN ONE REVERSER IS UNLOCKED. IT CHANGES TO
DOORS when ARE one reverser
FULLY is unlocked.
DEPLOYED. It changes to
IF UNLOCKED INgreen when
FLIGHT,THE
theINDICATION
doors are fully deployed.
FLASHES FOR If 9unlocked
SECONDS in flight,
AND the
THEN LPREMAINS
ROTOR SPEEDSTEADY. (N1) indication
flashes for 9 seconds and then remains steady.

3
N1 SPEED SENSOR 2
FOR TRAINING PURPOSES ONLY!

CH A DMC 1
CHAN A MASTER

CAUTION
ECU 2
CHAN B
FWC 1
A/C
CH B

EVMU

N1 Speed Indication
Maintenance
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N2 Speed
N2 Speed SensorSensor
The N2 Speed Sensor is installed at 6:30 o’clock on the accessory gearbox
The N2 Speed Sensor is installed at 6:30 o’clock on the
rear face.
accessory
The N2 speed gearbox rear
sensor detects the face.
rotational speed of the high pressure rotor
The N2 Itspeed
assembly. sensor
transmits the signaldetects the Vibration
to the Engine rotational speed
Monitoring ofand
Unit the B
Engine Control Unit channel A and channel B.
high pressure rotor assembly. It transmits the signal to
The N2 Speed Sensor consists of the following:
the Engine Vibration Monitoring Unit and Engine Control
 a body with three fixed connectors
Unit channel
 a metal A and
rigid tube which channel
includes theB. three Pole Pieces
The N2 Speed Sensor consists of the following:
- a body with three fixed connectors
- a metal rigid tube which includes the three Pole Pieces
A

CONNECTORS (3)

POLE PIECES
FOR TRAINING PURPOSES ONLY!

N2 SPEED
SENSOR
B

N2 Speed Sensor

Maintenance
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The HP rotor speed (N2) digital indication is normally green.

During the start sequence the indication is green on a grey background.
When N2 exeedsTHE HP105,8
ROTOR a red cross
SPEED appears
DIGITAL next toISthe
INDICATION digital indication.
NORMALLY
It will disappear after a new engine start or after maintenance action.
GREEN. DURING THE START SEQUENCE THE INDICATION IS GREEN ON
A GREY BACKGROUND.
When the N2 value is degraded (in case of both N2 sensors failure)
WHEN N2 EXCEEDS 105.8 % A RED CROSS APPEARS NEXT TO THE
the last digitDIGITAL
is amber dashed. IT WILL DISAPPEAR AFTER A NEW ENGINE START OR
INDICATION.
AFTER MAINTENANCE ACTION.

WHEN THE N2 VALUE IS DEGRADED (IN CASE OF BOTH N2 SENSORS

FAILURE) THE LAST DIGIT IS AMBER DASHED.

HP ROTOR SPEED (N2)

N2
99.8 % 99.9

3
N2 SPEED SENSOR 2
CH A DMC 1
MASTER
FOR TRAINING PURPOSES ONLY!

CHAN A
CAUTION
ECU 2
CHAN B
FWC 1
A/C
CH B

EVMU

N2 Speed Indication
Maintenance
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TEMPERATURE Technical Training CFM56−5A
Manual
Technical Training A320 Family 77−20

77−20 TEMPERATURE
UPPER
EGT INDICATION OPERATION EXTENSION
LEAD
The Exhaust Gas Temperature (EGT) is the temperature of the gas at the inlet A
to the Low Pressure Turbine (LPT). Nine thermocouple probes installed in the
LPT stage 2 nozzle guide vanes generate an electrical voltage proportional to
the temperature. The signal is transmitted to the cockpit to be displayed on the
upper ECAM screen.
The T49.5 Thermocouple Wiring Harness consists of: MAIN
JUNCTION
 three identical and interchangeable Thermocouple Lead Assemblies with BOX L/H UPPER THERMOCOUPLE
two probes LEAD ASSY (2 PROBES)
 one Thermocouple Lead Assembly with three probes
 one Upper Extension Lead
 one Lower Extension Lead
 one Main Junction Box R/H UPPER THERMOCOUPLE
LEAD ASSY 3 PROBES)
The EGT indication appears on the upper display unit of the ECAM system.
The ECAM provides the EGT indication in analog form through a pointer which
deflects in front of a dial and in digital form, in the lower section of the dial.
L/H LOWER THERMOCOUPLE
LEAD ASSY (2 PROBES)

R/H LOWER THERMOCOUPLE

LEAD ASSY (2 PROBES)
FOR TRAINING PURPOSES ONLY!

A
LOWER EXTENSION LEAD

Thermocouple Wiring Harness

Maintenance
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ACTUALACTUAL
EGT: normally green. GREEN.
EGT: NORMALLY Pointer pulses amber and numeric
value is green when
POINTER EGTAMBER
PULSES is higher
ANDthan 855°C
NUMERIC or 725
VALUE IS °C during the
Engine start sequence.
GREEN Both
WHEN EGT pulse red
IS HIGHER when
THAN EGT
855ƒC, ORexceeds
725ƒC 915°C.
DURING THE ENGINE START SEQUENCE.
MAX BOTH
EGT PULSE
(amber RED WHEN
index): EGTatEXCEEDS
725°C 915ƒC. then
Engine start, 855°C (MCT).
MAX EGT (AMBER INDEX): 725ƒC AT ENGINE START
EGT EXCEEDANCE (red index): if 915°C is exceeded, mark
THEN 855°C (MCT).
appears at the max. value achieved. It will disappear after a new
Engine start
EGT of after maintenance
EXCEEDANCE action
(RED INDEX): through
IF 915ƒC the MCDU.
IS EXCEEDED, A RED
MARK APPEARS AT THE MAX VALUE ACHIEVED. IT WILL
DISAPPEAR AFTER A NEW ENGINE START OR AFTER MAINTENANCE POINTER EGT LIMIT RED LINE
ACTION THROUGH THE MCDU. LIMIT EXCEEDANCE

RH
Thermo- 768 752
couples

3
2
MAIN CH A MASTER
FOR TRAINING PURPOSES ONLY!

JUNCTION DMC 1
BOX CAUTION

ECU
LH 2
Thermo- FWC 1
couples CH B

EGT Indication
Maintenance
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MAX POINTER RESET OPERATION

Engine Parameters Monitoring Engine Red Line Exceedance Read Out and Reset
N1 , N2, EGT, and FF indications of both engines are monitored internally and The DMC connected to the upper ECAM DU monitors primary parameter
externally. The DMC compares the N1 signal received from the ECU 1 with the indications of both engines.
feedback signal which reflects the displayed position of the N1 needle. Should an exceedance occur, the DMC memorizes in its BITE memory the
In order to grant dissimilarity with the engine 2 monitoring process the DMC maximum value reached during the Last Flight Leg.
compares the N1 signal from the ECU 2 with the feedback signal representing The values of the N1, N2, EGT red lines and transitory over limit values are
the N1 digital value. stored in 2 independent tables, one per engine.
The same applies to the EGT parameters indications, but with the displayed Read out of this engine parameter exceedance can be performed via the DMC
position of the engine 2 EGT needle and the engine 1 EGT digital feedback MCDU menu. With the function engines the parameters can be selected either
value. for engine 1 or 2.
As for the N2 and FF parameters, the DMC compares the direct signal from the
NOTE: Reset of the red line limits have to be performed on all three
ECU with the displayed digital value. In case of detected discrepancy, a
DMCs.
CHECK amber message is displayed just below the relevant parameter
indication. N1 Red Line Exceedance
In addition the FWCs perform an external monitoring between the feedback The N1 red line is represented by an arc shaped red ribbon situated at the end
signals that correspond to the displayed values and the signals that are directly of the scale.
received by the FWCs from the ECUs
If the N1 actual value exceeds the N1 red line (even for a short period of time),
Should a discrepancy occur, for one or more parameters, a CHECK amber a small red line appears across the N1 scale and then stays at the maximum
message is displayed under the relevant indication. value which has been reached.
The FWCs generate a caution This indicates a N1 exceedance condition. Should this condition occur, the
 Single Chime (SC) small red line disappears only after a new takeoff or after a maintenance
 Master Caution Light action through the MCDU DMC reset.
 Upper ECAM Display Unit Message: N2 Red Line Exceedance
ENG 1 (2) N1(N2/EGT/FF) DISCREPANCY
The N2 indications are displayed in digital form only. 100% N2 correspond to
FOR TRAINING PURPOSES ONLY!

Max Pointer Reset (N1, N2 & EGT) 14460 RPM. Should N2 actual exceeds the N2 red line value, a red cross
appears next to the digital indication. This red cross disappears only after a
The Max pointers for N1, N2 and EGT can be reset using the CFDS menu
new take off or a DMC reset.
INSTRUMENTS. The menu for the EIS 1,2,3, (DMC 1,2,3) must be selected.
The memory cells which store the possible exceedance are reset either by EGT Red Line Exceedance
pressing the GENERAL RESET line key or automatically at the subsequent
The EGT indications are provided in the same form as for the N1 indications.
engine start.
The same applies to changes in color and EGT exceeding indications.
However it has to be noticed that the amber line (EGT MAX) is variable: 725 °C
at engine start and 855 °C afterwards. Red line limit is 890 °C.

Maintenance
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Manual
Technical Training A320 Family 77−00

 
    
    
   

   
       
    
   

  
   
        B   
   
 
 
   
      C     

    
       D
     
   A    
    
    
    
 

OR

A C


    
    
    
   


    
    
    
   
FOR TRAINING PURPOSES ONLY!

  
  "#$   
  "#$   
  !
     %  &            
  #' !  

  
    
    
    
 

NOTE: According to the AMM the GENERAL RESET must be done with all three DMCs!

Max Pointer Reset (Classic EIS)

Maintenance
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Technical Training A320 Family 77-30

77−30 ANALYZERS
ENGINE VIBRATION MONITORING DESCRIPTION No. 1 Bearing Vibration Sensor
The No. 1 bearing vibration sensor (piezo−electric type) permanently monitors
General the vibrations from No. 1 bearing. It also senses vibrations from LPT and HPT
The purpose of the engine vibration monitoring system is to provide a cockpit shafts,though it is less sensitive to LPT and HPT shaft vibrations. It is also
indication of the state of balance of the engine main rotating assemblies during used for trim balance operations. The accelerometer part of the vibration
steady state running conditions. This information can alert operators to existing sensor is located at the 9:00 o’clock position on No. 1 and No. 2 bearing
or impending engine problems and assist in planning engine removal, with support (near No. 1 bearing). The sensor cable is routed through the fan frame.
minimum disruption to aircraft operation. It comes out at the 3:00 o’clock position on fan frame mid−box structure aft
The Engine Vibration Monitoring System comprises: face.
 two Transducers (piezoelectric accelerometers) NOTE: The No 1 bearing accelerometer is not a LRU. It can not be changed
 an Engine Vibration Monitoring Unit on line maintenance. It can only be changed when the fan module is
removed in the shop.
 two vibration indications N1 and N2
The engine vibration system provides the following functions: Turbine Rear Frame Vibration Sensor
− vibration indication due to rotor unbalance via N1 and N2 slaved tracking The Turbine Rear Frame (TRF) vibration sensor is used in conjunction with the
filters No. 1 bearing vibration sensor to monitor and, if necessary, reduce the engine
− excess vibration (above advisory levels) vibration level using the trim balance procedure. The vibration signal is used by
the aircraft Engine Vibration Monitoring Unit (EVMU).
− fan balancing (phase and displacement)
The TRF vibration sensor is installed at 12 o’clock (ALF) on the front flange of
− shaft speed (N1 and N2) the turbine rear frame. It consists in a hermetically sealed housing that
− storage of balancing data encloses the sensing element. A flange with two holes is used to attach the
− initial values acquisition on request housing to the engine. One electrical connector at the end of semi−rigid cable
− BITE and MCDU communication provides the interface with an aircraft harness.
− accelerometer selection Engine Vibration Monitoring Unit (EVMU)
− frequency analysis when the printer is available (option). The Engine Vibration Monitoring Unit (EVMU) is located in the avionics
FOR TRAINING PURPOSES ONLY!

compartment shelf 86VU. The EVMU has 2 channel modules. Each channel
Accelerometers module processes the signals from the two engine accelerometers and from
Two accelerometers installed on each engine permit N1 and N2 vibrations to the two speed signals N1 and N2, this enables extraction from the overall
be measured. The first is fitted on the number 1 bearing, the second on the vibration signal, of a component due to rotor unbalance. Only one
turbine rear frame. accelerometer is used at a time. The second accelerometer is selected
− Number 1 bearing accelerometer normal pick−up provides N1 and N2 manually via MCDU Reconfiguration Menu or automatically at the next power
vibration frequencies. up due to a failure of the N1 Vibration Sensor. The N1 and N2 signals are used
− The turbine rear frame (TRF) accelerometer is in standby and also used to drive the tracking filters, and slave their center frequencies at the shaft
with the first to analyze results for engine balancing. rotational speed. The accelerometer signals pass through these tracking filters
which extract the N1 and N2 related fundamental vibration. The acceleration
signal is then integrated in order to express the vibration in velocity terms.

Maintenance
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ELECTRICAL
CONNECTOR

TRF VIBRATION SENSOR

(ACCELEROMETER)

AFT AVIONICS COMPARTMENT 80VU

FOR TRAINING PURPOSES ONLY!

No. 1 VIBRATION SENSOR

(ACCELEROMETER)
EVMU

Vibration Sensors
Maintenance
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Technical Training A320 Family 77-32

77−32 ENGINE VIBRATION INDICATING SYSTEM

DESCRIPTION
Engine Vibration Monitoring Unit
An engine vibration monitoring unit monitors the N1 and N2 levels of both
engines.
The EVMU receives analog signals from:
 the 4 engine accelerometers (2 per engine)
 the N1 and N2 speed sensors of each engine
It also receives digital input from CFDS through ARINC 429 data bus. The
EVMU sends signals through the digital ARINC 429 data bus to:
− SDAC1 and 2 for cockpit indication
− the CFDIU
− the DMU
− and printer (if installed) for maintenance purposes

BITE System
The EVMU contains a BITE System (Built In Test Equipment) to detect internal
and external failure during power up and internal cyclic sequence. Any detected
failure is stored in the non−volatile memory with GMT,date and other reference
parameters.
Interfaces
The EVMU interfaces with the ECAM and the CFDS (for maintenance fault
messages).
FOR TRAINING PURPOSES ONLY!

VIBRATION INDICATION
The N1 and N2 vibrations of the left and right engines are displayed on the
engine and cruise pages. Displayed values are up to 10 units range.
1 Unit = 0.3 inch/sec Cruise Page
1 MIL = 1/1000 inch

Maintenance
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Technical Training A320 Family 77-32

VIBRATION indications:

THE VIBRATION INDICATIONS

OF THE LP AND HP ROTORS ARE
DISPLAYED IN GREEN.
PULSING
ADVISORY VIB N1
ABOVE 6 0.8 0.9
PULSING VIB N2
ADVISORY
ABOVE 4.3 1.2 1.3

Amber XX in case of loss of signal 80 20

NAC

240 95

NO.1 BRG
VIBRATION SENSOR 3
2
SDAC1 DMC 1
FOR TRAINING PURPOSES ONLY!

AFT ( TRF )
VIBRATION SENSOR

EVMU SDAC2
N1 SPEED
SENSOR
CFDIU MCDU
N2 SPEED
SENSOR PRINTER

Vibration Indication
Maintenance
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CFDS INTERFACE DESCRIPTION

The Centralized Fault Data System (CFDS) enables access to the systems. Test
The CFDS gives, maintenance information and initiates tests through the The test item allows initiation of a complete check of the EVM system. If no
system BITE. failure has been detected, the message ”TEST OK” is displayed. If any failure
When the maintenance personnel needs information on the condition of the has been detected the failed LRU is displayed. Checked LRUs are the ones
EVMU, the CFDS operates in menu mode. The first menu sent to the MCDU is listed in ”Ground failures” item.
the main menu. The various functions are detailed here after.
Accelerometer Reconfiguration
Last Leg Report This menu allows selection of the accelerometer (Fan No. 1 bearing or TRF) to
The EVMU sends the list of the LRUs which have been detected faulty during be used for the next flights. The EVMU also indicates which accelerometer is in
the last leg. During the flight the following faults can be detected : operation.
 EVMU
Engine Unbalance
 N1 SPEED SENSOR, L
This menu allows selection, per engine, of five different engine speeds (from 50
 N1 SPEED SENSOR, R % to 100 % N1 RPM), at which unbalance data will be stored. It also permits
 N2 SPEED SENSOR, L reading of the unbalance data which were acquired during the previous
 N2 SPEED SENSOR, R command and to effectuate balancing for both engines with both
accelerometers. The EVMU measures the position and the amplitude of the
Previous Leg Report rotor unbalance of each engine. It provides these information to the output bus
The EVMU sends the list of the LRUs which have been detected faulty during when available.
the legs (maximum 62) previous to the last leg. The faults detected are the
same as for the last leg report.
LRU Identification
The EVMU sends the part number.

Ground Failures
The EVMU sends the list of the LRUs which have been detected faulty during a
FOR TRAINING PURPOSES ONLY!

ground test. Only the three last detected failures are displayed. The following
LRUs are tested:
 EVMU
 N1 BEAR VIB SENSOR, L
 N1 BEAR VIB SENSOR, R
 TRF VIB SENSOR, L
 TRF VIB SENSOR, R

Maintenance
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Manual
Technical Training A320 Family 77-32

 
   
 ,  !   
  
 - **+ + -  
 
  


   (OPTIONAL)
  
           

      
   
 

   NEXT  ).  

PAGE
    
 
 

  
(
)
     
 
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FOR TRAINING PURPOSES ONLY!

   

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MCDU EVMU Menu

Maintenance
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AIDS ENGINE REPORTS DESCRIPTION

AIDS Reports EVMU Data on AIDS Reports
A report is a comprehensive set of data related to a specific event (e.g. limit Vibration data is provided to the Aircraft Integrated Data System (AIDS), which
exceedance of engine parameters). The parameters contained in the reports is used to monitor aircraft and engine parameters.
are among the parameters provided with an alpha call−up (refer to Aircraft lt allows maintenance staff to perform engine parameter trend monitoring and
Maintenance Manual 31−37−00 for the detailed parameter list associated to troubleshooting.
each report).
The vibration information is printed on various reports, which are:
The Data Management Unit (DMU) processes up to 23 different types of
 Engine Cruise Report <01>
reports:
 Cruise Performance Report <02>
 13 standard reports for basic aircraft, engine and APU monitoring.
 Engine Take−Off Report <04>
These reports have fixed trigger mechanism, fixed data collection and fixed
output formatting. Nevertheless, certain constants and limits within fixed  Engine On−Request Report <05>
trigger logics are reprogrammable. Specific trigger conditions can be  Engine Mechanical Advisory Report <07>
created for each report by means of the Ground Support Equipment (GSE).  Engine Run−Up Report <11>
 Up to 10 additional reports, numbered from 31 to 40, for airline specific
investigation and trouble shooting.
These reports are user programmable with the GSE for trigger conditions,
data collection, report format and output destination.
In addition to the automatic trigger logics, all the reports can be manually
generated:
 via MCDU,
 via Aircraft Integrated Data System (AIDS) PRINT P/B (according to flight
phase associations, if programmed),
 via Air Traffic Service Unit (ATSU) (uplink request). Refer to AMM
31−37−00 for the detailed trigger logics associated to each report.
FOR TRAINING PURPOSES ONLY!

A non−volatile memory for storage of at least 10 reports per different type of

report is provided within the DMU.

Maintenance
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Manual
Technical Training A320 Family 77−32


VIBRATION INPUTS
 ( ENGINE CRUISE REPORT
     

  
CRUISE PERFORMANCE REPORT

 
   
 ENGINE TAKE OFF REPORT

  

   )
ENGINE ON REQUEST REPORT
EVMU   
 
ENGINE MECHANICALLY ADVISORY REPORT

ENGINE RUN UP REPORT

PRINT

PRINTER
DMU
AIDS
FOR TRAINING PURPOSES ONLY!

A320 ENGINE CRUISE REPORT

AC-ID DATA FROM TO FLT

DATA

AIDS Reports
Maintenance
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Technical Training A320 Family

ATA 77 - Indicating
CFM56-5B (Differences)

Maintenance Course B1 / B2 11/2013

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GENERAL Technical Training Manual
CFM56−5B
Technical Training A320 Family 77−00

ATA 77(NGINE INDICATING*(1(5$/ 2. Thrust Limit Mode

The legend that appears in blue here, TOGA, FLX, CL, MCT, or MREV, is
ENGINE INDICATING DESCRIPTION the limit mode selected by the position of whichever thrust lever is farther
GENERAL forward. If FLX mode is selected, the flexible takeoff temperature selected
through the MCDUs is displayed in blue.
The engine primary parameters are permanently displayed on the upper ECAM
E/WD. The secondary parameters are displayed on the lower ECAM DU when 3. N1 Rating Limit
selected automatically or manually. The ECU receives engine inlet condition This number, computed by the FADEC for the present thrust lever angle, is
data from the Air Data/Inertial Reference System (ADIRS), operational displayed in green.
commands from the Engine Interface Unit (EIU), and monitoring parameters
NOTE: When the aircraft is on the ground with the engines running, the
from the various dedicated engine sensors. N1 rating limit displayed here corresponds to the TOGA thrust
The AIDS system (ATA 31−36) receives the engine monitoring parameters limit regardless of the position of the thrust lever. When the
through the FADEC. aircraft is on the ground with the engines running and FLEX
mode selected, this number is the FLEX N1, regardless of the
PRIMARY PARAMETERS position of the thrust lever between idle and FLX/MCT.
1. LP Rotor Speed N1 4. FLEX Temperature
The N1 needle and N1 digital indication are normally green. The needle If FLX mode is selected, the flexible takeoff temperature selected through
pulses amber when the actual N1 is above the N1 MAX. The needle pulses the MCDUs is displayed in blue.
red when the actual N1 is above the red line N1. When N1 is degraded (in 5. EGT Indicator
case both N1 sensors fail), the last digit of the digital display is amber Actual EGT is normally indicated in green. Needle pulses amber above
dashed. 915
C except for high power operation (FLEX TO or thrust lever above
− REV Indication MCT or at MAX REV, or activation of alpha floor). Needle pulses amber
It is displayed in amber, when at least one reverser cowl is unstowed or above 725
C during start sequence.
unlocked. It becomes green, when the reverser cowls are fully deployed. 6. HP Rotor Speed N2
(If unlocked in flight, the indication first flashes for 9 seconds, then Numbers are normally green. (During start sequence, they are green on a
remains steady). grey background). When N2 is above 105 % the indication turns red and a
− AVAIL Indication red cross appears next to it. When the N2 value is degraded (if both N2
sensors fail), the last digit is amber and is dashed.
FOR TRAINING PURPOSES ONLY!

Displayed in green to indicate a successful engine start on ground. It

pulses in green to indicate a successful engine relight in flight. It is 7. Fuel Flow
triggered when the engine is at, or above, idle. These numbers are green.
NOTE: If the system detects a discrepancy between the N1, N2, EGT
and fuel flow values on the FADEC−DMC bus and the
corresponding displayed values, an amber CHECK appears
underneath the affected parameter.
8. IDLE Indication
This legend appears in green when both engines are at idle. It flashes for 10
seconds, then is steady.

Maintenance
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ENGINGE/WARNING DISPLAY ENHANCED

THRUST LIMIT MODE
IDLE
INDICATION IDLE
FLX
85.6% N1 RATING LIMIT
35°C
LP ROTOR REV AVAIL
SPEED N1 FLEX TEMPERATURE

EGT INDICATOR

HP ROTOR
SPEED N2

FUEL FLOW
FOR TRAINING PURPOSES ONLY!

ENHANCED

Engine Indications on Upper ECAM

Maintenance
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SECONDARY PARAMETERS
1. Fuel Used 6. Oil Filter Clog
The green number is the fuel used as computed by the FADEC. It resets CLOG appears in amber if there is excessive pressure loss across the main
when the engine starts (MASTER switch ON) on the ground. oil scavenge filter.
It is frozen at its last value (until the next engine start) when the engine 7. Fuel Filter Clog
shuts down. (The ECAM CRUISE page also displays it). CLOG appears in amber if there is excessive pressure loss across the fuel
The two last digits are dashed if the fuel−used indication is inaccurate due filter.
to the loss of fuel flow data for more than one minute. 8. Ignition
2. Oil Quantity IGN appears in white during the start sequence. The letters A, B or AB
The needle and the numbers are normally green. The indication pulses appear in green when the respective igniters are firing.
when oil quantity goes below three quarts (decreasing) or above five quarts 9. Start Valve Position
(increasing).
Is shown in green in the fully open or closed position.
3. Oil Pressure
10.Engine Bleed Pressure
The needle and the numbers are normally green.
The green numbers show the bleed pressure upstream of the precooler.
The digital indication pulses if:
They become amber when the pressure drops below 21 psi with N2 = 10 %
− oil pressure exceeds 90 psi (increasing) or 85 psi (decreasing), or if there is an overpressure.
− oil pressure drops below 16 psi (decreasing) or 20 psi (increasing). 11.Nacelle Temperature
The indication turns red and a warning appears on ECAM if the oil pressure It is displayed, except during the start sequence, and is normally in green.
drops below 13 psi.
A nacelle temperature above 240
C pulses in green.
4. Oil Temperature
The advisory threshold is indicated by a white check mark.
These numbers are normally green. They pulse above 140
C (increasing)
or 135
C (decreasing). They turn amber and a warning appears on ECAM if
the temperature exceeds:
− 140
C for more than 15 minutes, or
− 155
C without delay.
FOR TRAINING PURPOSES ONLY!

5. VIB Indication
The legend is green. VIB N1 pulses above 6. VIB N2 pulses above 4.3.
These numbers also appear on the ECAM CRUISE page.
NOTE: An MCDU procedure may reduce the advisory threshold to the
level of vibration reached during the last flight. If this function has
been activated, the N1 and N2 VIB indications pulse below 6 and
4.3, respectively.

Maintenance
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ENINGE SYSTEM PAGE ENHANCED

FUEL USED
 FUEL FILTER CLOG

OIL QUANTITY
QT

OIL PRESSURE
 OIL FILTER CLOG
OIL TEMPERATURE

VIBRATION INDICATION

IGNITION

   NACELLE TEMPERATURE
START VALVE POSITION

ENGINE BLEED
FOR TRAINING PURPOSES ONLY!

PRESSURE

ENHANCED

Engine Indications on Lower ECAM

Maintenance
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POWER PLANT INDICATING DESCRIPTION Vibration Parameters Description

The No. 1 bearing sensor is formed by an accelerometer located at 9:00
Rotational Speed Parameters Description o’clock position on No. 1 and No . 2 bearing support and a sensor cable that is
The N1 speed sensor is installed in the fan frame strut No.6 at the 5:00 o’clock routed through the fan frame. The No. 1 bearing vibration sensor permanently
position. It senses the LP rotor assembly rotational speed and transmits the monitors the vibrations from No. 1 bearing and the vibrations from LPT and
corresponding signals to the Engine Vibration Monitoring Unit (EVMU) and the High Pressure Turbine (HPT) shafts. It’s also used to the fan trim balance
ECU. The N1 rotational speed indication is shown in the ECAM EWD by a procedure. The Turbine Rear Frame (TRF) vibration sensor is installed at 12
needle and a N1 digital indication display. o’clock on the front flange of the TRF. The TRF vibration sensor is used as
The N2 speed sensor is installed at 6:30 o’clock on the Accessory Gearbox back−up of N1 bearing accelerometer to monitor and, if necessary, reduce the
(AGB) rear face. The N2 speed sensor detects the rotational speed of the HP engine vibration level using the trim balance procedure. The aircraft EVMU
rotor assembly and transmits the signal to the EVMU and the ECU. The N2 uses the vibration and the rotational speed signals to extract all the vibration
rotational speed is indicated in the ECAM EWD. signals and compute the position and the amplitude of the unbalanced signals.
As normal vibration is depending on rotor speed, for each speed, the EVMU
LPT Section Parameters Description processes the ratio actual value/maxi value. This ratio is multiplied by 10 and is
The engine EGT is sensed and averaged by 9 thermocouple probes located in available on the EVMU output for display on the ECAM SD.
the T49.5 plane of Low Pressure Turbine (LPT) stage−2 nozzle assembly. The Fuel Parameters Description
actual engine EGT is displayed in the ECAM EWD by a needle and an EGT
digital indication. The fuel used value computed by the FADEC is displayed in green on the
ECAM SD. A CLOG message appears in amber, associated with an ECAM
Fuel Flow Parameter Description message only when the differential pressure across the fuel filter is excessive.
The FF transmitter (XMTR) is mounted at 7 o’clock on the engine next to the Nacelle temperature Indication
AGB and does not require an electrical power input. The maximum flow across
this XMTR is 6360 kg/hr (14.000 lb/hr). The FF is shown in the ECAM EWD by The nacelle temperature is monitored by a temperature probe installed in the
a FF digital indication. ventilated core compartment. The nacelle temperature sensor can provide
indication to the ECAM SD.
Oil Parameters Description
Compressor, Combustion & LPT Parameters
The oil quantity XMTR is located in the oil tank. It is displayed on ECAM SD.
The oil pressure XMTR is located on the lubrication unit outlet line. It is The T12 sensor is made to measure the engine intake air temperature. It is
displayed on ECAM SD. An oil temperature sensor for the Engine Condition installed on the engine fan inlet case at the 1:00 o’clock position. The PS12
FOR TRAINING PURPOSES ONLY!

Monitoring (signal to EIU) is located on the main oil pressure filter housing of sensor measures the static pressure from the fan inlet. The T25 sensor is
the lubrication unit, downstream of the pressure pump oil system. It is located at 4:30 o’clock upstream of Variable Bleed Valve (VBV) in the fan
displayed on the ECAM SD. An oil differential pressure switch (also named oil frame. The sensor measures the air temperature downstream of the booster or
clogging switch) is installed on the lubrication unit. The pressure switch signal the HPC inlet.Tcase sensor is located between the combustion chambers and
is used by the ECAM system to generate the main oil filter clog indication when the HPT. The T3 sensor measures the compressor discharge temperature.
the oil differential pressure across this filter is comprised between 29 psig (2 The PS3 sensor meters the compressor discharge pressure.
bar) and 33 psig (2.28 bar). An engine oil temperature sensor for the Integrated
Drive Generator (IDG) cooling system control (signal to ECU) is located above
the oil tank.

Maintenance
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VIB N1, N1
VIB N2, N2
ACCEL 1

ACCEL 2 SDAC 1
N1 EVMU
SDAC 2
N2

OIL QTY

OIL PRESS

FUEL FILTER CLOG

OIL FILTER CLOG

N1 DMC 1
E
UPPER
N2 ECAM
C
EGT
U DMC 3
FUEL FLOW
1 (2)
FUEL TEMP

IGNITION LOWER
DMC 2 ECAM
REVERSER
SOLENOIDS
AND
SWITCHES
FOR TRAINING PURPOSES ONLY!

STARTER
AIR
NACELLE TEMP VALVE
E
FWC 1
OIL TEMP I

OIL QTY U
FWC 2
OIL PRESS 1 (2)

ENG. AIRCRAFT

Engine Indication Schematic

Maintenance
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Technical Training A320 Family

ATA 73 - Fuel Control (FADEC)

Maintenance Course B1 / B2 11/2013

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Technical Training A320 Family 73-20

ATA 73 ENGINE FUEL AND CONTROL

73−20 CONTROLLING - INTRODUCTION
General
Engine/Aircraft Integration
C
The Full Authority Digital Engine Control system (FADEC) controls the engine Engine/Aircraft integration includes:
and provides full range control to achieve steady state and transient
performance when operated in combination with aircraft subsystems.  Thrust reverser control
Thus the FADEC serves as an interface between the aircraft and the engine  Auto Thrust
control and monitoring components.  Automatic and manual starting
The FADEC system of each engine consists of a dual channel Electronic  Engine indication
Control Unit (ECU), with its associated peripherals. It is located on the engine  Engine maintenance data
fan case at 4:00 o’clock position.  Condition monitoring data
Full Authority Digital Engine Control Power Supply
The FADEC system consists of a dual channel Engine Electronic Control Unit The FADEC system is self−powered by a dedicated permanent magnet
and the peripherals that follow: alternator when N2 is above 15%, and is powered by the aircraft for starting, as
 Hydromechanical Unit (HMU) a backup and for testing with engine not running.
 Dedicated ECU Alternator (PMA)
 VSV and VBV, HPTACC, LPTACC, RACC systems
 Start System
 T/R System
 Oil/Fuel Temperature Control
 Engine Sensors
 Electrical Harness
 ECU Cooling
FOR TRAINING PURPOSES ONLY!

Maintenance
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FMV FUEL
P0 T12 PS12 T25 T3 PS3 T49.5 FEED FLOW
(EGT) BACK

T-CASE
N1 N2 TEO

IGN B
THRUST IGN A
LEVER
ANALOG &
28 VDC DISCRETE
115 V SIGNALS
400 Hz Ignition
ARINC POWER SUPPLY > 15% N2 A B THRUST
Boxes
DATA REVERSER
BUSES

ÇÇ
TRUST CONTROL
UNIT ECU ALTERNATOR CFM 56-5A

EIU
ÇÇ
RESOLVER

IGNITORS

HYDRAULIC
FUEL PRESS PRESS

FUEL FLOW

FEEDBACK

FEEDBACK

FEEDBACK

FEEDBACK

FEEDBACK

FEEDBACK
TO
HMU BURNERS
FOR TRAINING PURPOSES ONLY!

FEEDBACK
ECU
( CH: A & B )
FEEDBACK
Return Fuel HCU

PRESS SW FEEDBACK
to AC Tank
FUEL
RETURN
VALVE

FOR ENGINE TREND MONITORING T/R REVERSER Stow / Deploy Feedback

Ps13 P25 T5 T/R REVERSER Stow / Deploy Command

Figure 105 FADEC Presentation

Maintenance
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FADEC ARCHITECTURE DESCRIPTION

Dual Channel Control Fail Safe Control
The Full Authority Digital Engine Control (FADEC) system is fully redundant If one channel is faulty, and the channel that is in control cannot ensure an
and built around two independent Electronic Control Unit (ECU) control engine component function, the component is moved to a fail−safe position.
channels. Example: if one channel is faulty and the other channel is unable to control the
Dual inputs, dual outputs, and automatic switch over from one channel Variable Bleed Valve (VBV) position, the VBVs are set to the fail−safe open
to the other, eliminates any dormant failure. The ECU consists of two channels position.
(A and B). Each channel can control the different components of the engine
systems. Channels A and B are permanently operational. The channel in
control manages the systems.

Dual Inputs
All control inputs to the FADEC system are dual. Only some secondary
parameters used for monitoring and indicating are single. To increase the fault
tolerant design, the parameters are exchanged between the two control
channels (inside the ECU) via the cross channel data link. Each channel can
also operate independently, without cross channel data link.
Hardwired Inputs
Most of the communication between the A/C systems and the ECU is
transmitted over digital data buses. In addition, some signals are hardwired
directly from the A/C to the ECU.
Dual Outputs
All of the ECU control outputs are dual. The channel that is in control supplies
the control signals to the various components such as torque motors and
solenoids. The other channel calculation is used for cross−checking.
FOR TRAINING PURPOSES ONLY!

Built In Test Equipment (BITE) Capability

The ECU is equipped with a Built−in Test Equipment (BITE) system which
provides maintenance information and test capabilities via the MCDU.

Fault Strategy
The ECU can detect and isolate failures using the BITE system. The BITE
system allows the ECU to switch engine control functions from a faulty channel
to the healthy one.

Maintenance
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BITE ENGINE
CONTROL
ELECTRONIC CONTROL SYSTEMS
INTERFACES
UNIT ENGINE
CHANNEL A CONTROL SENSING
ENGINE SUBSYSTEMS FAIL−SAFE CONTROL
PROCESSOR
A SENSORS
AIRCRAFT
AIRCRAFT ENGINE COMPUTERS
CROSS
INTERFACE
CHANNEL
UNIT (EIU)
DATA
LINK AIRCRAFT
THROTTLE
LEVER
PROCESSOR ENGINE ANGLE
B SENSORS (TLA)
SENSING
CHANNEL B ENGINE SUBSYSTEMS
CONTROL
INTERFACES ENGINE
CONTROL
SYSTEMS

COCKPIT CONTROLS
FOR TRAINING PURPOSES ONLY!

AND INDICATING

FADEC Architecture
Maintenance
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FADEC PRINCIPLE DESCRIPTION

General Engine System Control
The Full Authority Digital Engine Control (FADEC) system manages the engine The FADEC provides optimal engine operation by controlling:
thrust and optimizes the performance.  Fuel Flow
FADEC  Turbine Clearance and Compressor Airflow
The FADEC consists of the Electronic Control Unit (ECU) and its peripheral Starting and Ignition Control
components and sensors used for control and monitoring. The ECU interfaces
The FADEC controls the engine start sequence. It monitors N1, N2, and EGT
with the other A/C systems through the Engine Interface Unit (EIU). The
parameters and can abort or recycle an engine start. The FADEC controls the
primary parameters (N1, N2, Exhaust Gas Temperature (EGT), Fuel Flow
starting and ignition in automatic mode when initiated from the ENG start panel
(FF), Fuel Temp) are sent directly by the ECU to the ECAM. The secondary
(115 VU) or manual mode when initiated from the ENG MAN START panel.
parameters are sent to the ECAM through the EIU.
Thrust Reverser
Engine Interface Unit
The FADEC entirely supervises the thrust reverser operation. In case of
Each EIU, located in the avionics bay, is an interface concentrator between the
malfunction, the thrust reverser is stowed.
airframe and the corresponding ECU located on the engine. There is one EIU
for each engine. It interfaces with the corresponding ECU.

Power Management
The FADEC provides automatic engine thrust control and thrust parameter limit
computation. The FADEC manages power according to two thrust modes:
 Manual mode depending on Throttle Lever Angle (TLA)
 Auto Thrust Mode depending on auto thrust function generated by the Auto
Flight System (AFS).
The FADEC also provides two idle mode selections: minimum idle and
approach idle, obtained when the slats are extended. The idle can also be
modulated up to approach idle depending on: air conditioning demand, wing
FOR TRAINING PURPOSES ONLY!

anti−ice demand, engine anti−ice demand and oil temperature (for Integrated
Drive Generator (IDG) cooling).

Engine Limit Protection

The FADEC provides overspeed protection for N1 and N2, in order to prevent
the engine from exceeding certified limits and also monitors the EGT.

Maintenance
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TLA 22VU
AIR
DATA

FADEC
RESET
INERTIAL
REFERENCE
SYSTEM

FULL AUTHORITY CENTRALIZED

FAULT
DIGITAL ENGINE DISPLAY
CONTROL SYSTEM
POWER
MANAGEMENT
115VU

ENGINE
LIMITS ENGINE
INTERFACE
ELECTRONIC UNIT
CONTROL
ENGINE UNIT ENVIRONMENT
SYSTEMS CONTROL
ECAM DISPLAYS
SYSTEM
FOR TRAINING PURPOSES ONLY!

IGNITION AND
STARTING
AUTO
FLIGHT
SYSTEM
THRUST
REVERSER ELECTRONIC
CENTRALIZED
AIRCRAFT
N1 N2 EGT FF ENGINE MONITORING
SENSORS

FADEC Principle
Maintenance
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73−25 FUNCTIONAL INTERFACES

DESCRIPTION
General System Data
The FADEC system which is composed of the Electronic Control Unit and its  Landing Gear Control and Interface Unit
engine periphery interfaces with various aircraft functional interfaces. The main − Air/Ground information and Engine Idle Control
connective link between the aircraft and the FADEC system is the
 Spoiler and Elevator Computer
Engine Interface Unit.
− Thrust Reverser Inhibition
The purpose of the EIU is to receive aircraft signals and system data to provide
the FADEC system with necessary informations for safe engine operation.  Slat/Flap Control Computer
System data and aircraft commands are transmitted digital or as descrete and − Engine Idle Control
analog signals through the EIU or directly to the ECU.  Bleed Monitoring Computer
The EIU also receives engine secondary parameter data from the ECU control − Engine Bleed Valve operation
and monitoring sensors for cockpit indication.
 Environmental Control System
Engine primary parameters are provided from the ECU through the Electronic
− Bleed Status
Centralized Aircraft Monitoring system to the E/WD and to the Digital Flight
Data Recorder System.  Centralized Fault Display System
− Engine data recording for maintenance purposes
Aircraft Commands
 Air Data and Intertial Reference Unit
 Engine Master Switch
− Ambient conditions
 Engine Mode Selector
 Auto Flight System
 Engine Manual Start Pushbutton
− Auto Thrust Control
 Wing/Engine Anti Ice Pushbutton Switch
 Throttle Control System (TLA/TRA) FADEC Processing
The Engine Electronic Control Unit uses aircraft commands signals and system
data for:
FOR TRAINING PURPOSES ONLY!

 Power Management
 Engine Limit Protection
 Engine Control Systems
 Thrust Reverser Control
 Start/Ignition Control

Maintenance
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THRUST LEVER ANGLE (TLA)

FADEC SYSTEM
THRUST FUNCTIONS
LEVER SEC ADIRUs
LGCIUs FADEC
SFCC AFS

FLT/GND POWER
MANAGEMENT

ENGINE LIMIT
PROTECTION
BMCs
BLEED
STATUS
ECU
ENGINE SYSTEM
ECS EIU CONTROL

CFDS THRUST REV

CONTROL

PRINTER
START/IGNITION
N1, N2, EGT, FF CONTROL
FOR TRAINING PURPOSES ONLY!

DFDRS

CONTROL AND
E/WD ECAM MONITORING SENSORS

SD

Engine/Aircraft Interface
Maintenance
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ECU INTERFACES FUNCTIONAL OPERATION

General ECU Channel A Inputs
The Electronic Control Unit (ECU) interfaces with various systems through Channel A receives via bus network:
channels A and B.  the anemometric parameters for thrust calculation from the Air Data Inertial
Reference System (ADIRS)
Power Supply
 The A/C command signals from the Engine Interface Unit (EIU) for engine
The ECU is designed to operate with the engine not running, the ECU is
control.
operational 2 to 3 seconds after it is electrically powered by 28VDC aircraft
electrical network through the ENG/FADEC GND PWR pushbutton switch. The Each ECU receives a single hardwired signal from the instinctive disconnect
ECU is electrically powered by the aircraft electrical network through the EIU. push buttons. The Throttle Control Unit sends the Throttle Resolver Angle
(TRA). Each ECU also receives signals from engine sensors.
The 28VDC permits:
 automatic ground check of the FADEC before engine running, NOTE: The relationship between the Throttle Lever Angle (TLA) and
TRA is linear.
 engine starting,
 powering the ECU while engine is running below 15 percent N2. ECU Channel B Inputs
As soon engine is running above 15 percent N2 the FADEC automatically Channel B has the same inputs as channel A from the ADIRS, EIU, Throttle
switches from aircraft electrical network power to the engine alternator power Control Unit, Auto Thrust disconnect switches and engine sensors.
supply.
ECU Channel A Outputs
After engine shut down the ECU is powered by the aircraft 28 VDC network for
5 minutes to allow the engine parameters monitoring. Channel A provides outputs via ARINC buses to the: EIU, Data Management
Unit (DMU), Flight Warning Computers (FWCs), Display Management
Channel A and B 28VDC power inputs are independent. Faults propagation
Computers (DMCs), Flight Management and Guidance Computers (FMGCs).
between 28VDC and FADEC alternator inputs within each channel is prevented
Channel A also provides outputs to the engine controls (torque motors and
by design.
solenoids).
NOTE: Depending on engine version the ECU is already supplied from
the alternator when N2 is above 12%. ECU Cannel B Outputs
The 115 VAC power supply is dedicated to the ignition exciters. Channel B provides outputs via ARINC buses to the: EIU, FWCs, DMCs, and
FMGC. It also provides outputs to the engine controls.
FOR TRAINING PURPOSES ONLY!

Maintenance
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THROTTLE
CONTROL
UNIT
TLA/TRA

DMU
FWC
ECU 1
TAT, TOT PRESS
DMC
ADIRS
PO, MACH CHANNEL FMGC
A/THR A
ENGINE CONTROLS
DISCONNECT P/B (TORQUE MOTORS, SOLENOIDS)
115 VAC

ENGINE SENSORS ECU 28 VDC

(T12, PS12,...) PMA
EIU 1

TAT, TOT PRESS

ADIRS 28 VDC
PO, MACH
CHANNEL
A/THR B 115 VAC
DISCONNECT P/B
FWC 2
FOR TRAINING PURPOSES ONLY!

DMC
FMGC
2 ENGINE CONTROLS
(TORQUE MOTORS, SOLENOIDS)
TLA/TRA
THROTTLE
CONTROL
UNIT

ECU Interfaces - Scheme 1

Maintenance
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DISCRETE AND ANALOGUE INPUTS DISCRETE AND ANALOG OUTPUTS
Digital Inputs Digital Outputs
The Engine Interface Unit (EIU) receives digital inputs from: The EIU sends digital outputs to:
 the Centralized Fault Display Interface Unit (CFDIU) for engine  the Bleed Monitoring Computer (BMC) for pneumatic valve operation
troubleshooting and test  the Flight Warning Computers (FWC) for alarms and indication
 the Zone Controller Controller for bleed air demands of the air conditioning  the Centralized Fault Display Interface Unit, (CFDIU) for fault messages
system
Other digital outputs are sent to channel A and channel B of the ECU.
 the Flight Control Unit (FCU) for the auto−thrust function
The EIU also receives data from each channel of the Electronic Control Discrete Outputs
Unit (ECU). The EIU provides the following discrete outputs to other A/C systems for some
required commands and specific engine operations:
Discrete Inputs
 start valve closure
The EIU receives command signals from the following control panels:
 thrust reverser inhibition
 wing anti−ice
 APU boost demand
 engine anti−ice
 oil low pressure
 Full Authority Digital Engine Control (FADEC) ground power panel
 HP fuel Shut−off Valve (SOV) closed
 engine fire panel
 N2 at or above minimum idle
 engine start panel
 Throttle Lever Angle (TLA) in takeoff position
 Throttle Control Unit thrust reverser microswitch.
 engine FAULT light on
It also receives specific signals of A/C configuration from the following
computers: Supply Module
 Landing Gear Control Interface Unit (LGCIU) The EIU contains a power supply module that is used to supply electrical power
 Slat and Flap Control Computer (SFCC) to the ECU and the ignition systems.
 Fuel Level Sensing Control Unit (FLSCU) NOTE: If the EIU electrical power is lost, the EIU fails and engine restart
Other discrete inputs are provided for the engine oil low pressure warning. is not possible.
FOR TRAINING PURPOSES ONLY!

Analog Inputs
The EIU receives analog signals corresponding to values of secondary
parameters from engine sensors, for display on the ECAM engine page.

Maintenance
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START VALVE CLOSURE

THRUST REVERSER INHIBITION
APU BOOST DEMAND
BMC 1(2) ECU
OIL LOW PRESS AND GROUND
FWC 1(2) CHANNEL A
HP FUEL SOV CLOSED IGNITION SYSTEM B
CHANNEL B
CFDIU N2 ≥ MIN IDLE IGNITION SYSTEM A
TLA IN TAKE OFF POSITION ECU CHANNEL B

ENG FAULT LIGHT ON ECU CHANNEL A

EIU 1
SUPPLY 2
MODULE

WING ANTI-ICE P/B

ENG ANTI-ICE P/B
FOR TRAINING PURPOSES ONLY!

CFDIU FADEC GND POWER

OIL LOW PRESS OIL TEMP
PANEL
ZONE CTRLR LGCIU 1(2) P<13 PSI
4PP(4PP)
ENGINE FIRE PANEL OIL QUANTITY 3PP(2PP)
FCU ENGINE START PANEL SFCC 1(2) 9XP(9XP)
OIL PRESS
4XP(4XP)
THROTTLE CONTROL
ECU 1(2) UNIT 1(2) REV SW FLSCU NACELLE TEMP
1XP(2XP)

ECU Interfaces - Scheme 2

Maintenance
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ECU INTERFACES OPERATION

General
The Engine Control Unit (ECU) is the computer of the FADEC system. The The ECU is powered by a three−phase engine alternator. Aircraft power is
ECU consists of two channels ( A and B ) with a crosstalk. Each channel can required up to 15% N2 above which the alternator is able to self−power the
control the different components of the engine systems. unit. Two independent coils from the alternator provide the power to the two
The channels A and B are permanently operational. In case of failure on one separate ECU channels.
channel, the system switches automatically to the other. During engine start The ECU is a vibration isolated single unit mounted on the fan case and is
the ECU is supplied with 28 VDC by the A/C network then by its own forced air cooled.
generator, mounted on the accessory gearbox, when N2 reaches 15%.
Engine Condition Parameters Transmission
ECU Interfaces Engine condition monitoring will be possible, by the ability of the FADEC to
The electronic control unit (ECU) is a dual channel digital electronic control with broadcast the engine parameters through the ARINC 429 bus output.
each channel utilizing a microprocessor for main control functions, a micro The basic engine parameters available are:
controller for pressure transducer interface functions and a micro controller for
 PO, PS12, PS3
ARINC communication function.
 T12, T25, T3, TCase, TOIL, T49.5
The ECU receives engine inlet condition data from the aircraft Air Data
Computers (ADCs) and operational commands from the Engine Interface Unit  N1, N2
(EIU) in the aircraft on ARINC 429 data busses. It also receives operating  FF
condition data from the various dedicated engine sensors such as T12, PS12,  VSV, VBV
P0, N1, N2, PS3, T25, T3 and TCase, and computes the necessary fuel flow,
 HPTCC, LPTCC
VSV, VBV, HPT clearance control, LPT clearance control valve positions.
 Status and Maintenance words
The ECU provides the necessary current to the torque motors in the HMU to
control the various modulating valves and actuators.  Engine serial number and position
The ECU performs an On/Off control of the Ignition Relays, Starter Air Valve In order to perform a better analysis of engine condition some additional
Solenoid, the Aircraft Thrust Reverser Directional Valve and the Thrust parameters are optionally available. These are:
Reverser Pressurizing Valve.  PS13
FOR TRAINING PURPOSES ONLY!

The ECU provides digital data output in ARINC 429 format to the aircraft for  P25
engine parameter display, aircraft flight management system and the aircraft  T5
maintenance data system.
ECU hardware and software is designed so that the two channels operate
normally with a set of internal inputs and outputs with access to cross channel
data inputs. Each channel can also operate independently without cross
channel data. Fault tolerance enables the engine to continue operation in the
event any or all of the airframe digital data is lost.

Maintenance
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A/C INTERFACES

TLA
ADIRS FMGEC EIU FWC

P0 ECU HMU
PS12  HP FUEL SOV
 FUEL
PS13 METERING
P25  VBV
PS3 CHANNEL A  VSV
 HPTCC
T12  LPTCC

T25
T/R HCU
T3
CROSS  PRESSURIZING VLV
T5 TALK  DIRECTIONAL VLV
Toil  PRESS DETECTOR

Tcase
STARTER VALVE
FOR TRAINING PURPOSES ONLY!

PMA T49.5
CHANNEL B IGNITION SYSTEM

EGT
N1
N2 FUEL RETURN
VALVE
FF
Electronic Control Unit Interfaces
Maintenance
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FADEC POWER SUPPLY DESCRIPTION

Engine Interface Unit (EIU) Auto De-Energization
The EIU is powered from the aircraft electrical power, no switching has to be The FADEC is automatically de−energized on ground, through the EIU, after
done. engine shutdown. The auto de−energization occurs on ground:
 5 min after aircraft power up
Engine Control Unit (ECU)
 5 min after engine shutdown
The ECU is supplied from the aircraft electrical power when engine is
shutdown, then from the ECU generator when the engine is running.  5 min after FADEC ground power supply if not in the CMS menu mode
 Aircraft Electrical Power when N2 < 15%  at any time when the ENG FIRE pushbutton is released out
 ECU Generator Power when N2 > 15% NOTE: Action on the Engine Fire Pushbutton provides ECU power cut off.
off.
POWER SUPPLY N2 < 15%
FADEC Ground Power Panel
Each channel is independently supplied by the aircraft 28 volts through the
Engine Interface Unit. For maintenance purposes and MCDU engine tests, the engine FADEC
Ground Power Panel allows FADEC power supply to be restored on ground,
A/C 28 VDC permits :
with engine shut down. When the related FADEC Ground Power Pushbutton is
− automatic ground check of FADEC before engine running pressed ON, the ECU recovers its power supply.
− engine starting
NOTE: The
The ECU
ECUisisalso
alsoenergized
energizedasassoon
soonasasthe mode
the selector
mode is set
selector is set to
− powering the ECU while engine reaches 15% N2. to IGN/START
IGN/START or CRANKor CRANK
positionposition
or whenorthe
when the master
master lever islever is
set to
NOTE: The EIU takes power from the same bus bar as ECU. ON. set to ON.

POWER SUPPLY N2 > 15%

As soon as engine is running above 15% N2, the ECU generator supplies
directly the ECU.
The ECU generator supplies each channel with three−phase AC. Two TRUs in
the ECU provides 28VDC to each ECU channel.
FOR TRAINING PURPOSES ONLY!

Maintenance
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LGCIU
FLT

GND

ENG 1
N2 ≥ 15%
FADEC GND POWER ENG 1 FIRE AND
FADEC
PUSH GEN
AVAIL
ECU
CHANNEL
NORM
401 PP (DC ESS BUS)
FOR ENGINE 1&2 ON

A/C PWR UP
PUSHED

28V
A
DEDICATED
OFF
GEN
ON 5MIN

28V

ECU
ON AND N2 ≥ 15% CHANNEL
FOR TRAINING PURPOSES ONLY!

FADEC
OFF 5MIN GEN

202PP (DC BUS 2 )

AVAIL
B
FOR ENGINE 2 SAME LOGIC
301PP (BAT BUS) AS ABOVE
FOR ENGINE 1

FADEC
NOTE: Supplied for 5 min.

FADEC Power Supply

Maintenance
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73−21 CONTROLLING
CONTROL ALTERNATOR
The control alternator is located on the left forward side of the accessory
gearbox.
It is a high speed device without bearings that generates 3−phase electrical
power for use by the engine control system. The output is sufficient for engine
needs above 15% N2.
It consists of a separate interchangeable rotor and a separate interchangeable
stator. The rotor contains permanent magnets and is piloted on the accessory
shaft which has 3 equally spaced drive flats. The rotor is retained by a nut. The
stator has dual 3−phase windings and is bolted to the accessory pad. Sealing
is provided by an O−ring.

Control Alternator Characteristics

 Max. power output: 136 W
 Min. voltage: 14 VAC (15% N2)
 Max. voltage: 300 VAC (100 % N2)
FOR TRAINING PURPOSES ONLY!

Maintenance
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A ENGINE VERTICAL

A
B

CONTROL ALTERNATOR
ROTOR

IDG PAD

CONTROL
ALTERNATOR

ELECTRICAL
CONNECTORS SECTION B-B
FOR TRAINING PURPOSES ONLY!

CONTROL ALTERNATOR
STATOR HOUSING ACCESSORY
ASSEMBLY GEARBOX
GEAR SHAFT
Control Alternator
Maintenance
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FADEC SENSORS INTRODUCTION

SYNONYM DESIGNATION LOCATION

T12 FAN INLET TEMPERATIRE FAN CASE
1:00 o’clock
T25 HPC INLET TEMPERATURE FAN FRAME
5:30 o’clock
T3 HPC DISCHARGE TEMPERATURE HPC CASE
11:00 o’clock
T49.5 EXHAUST GAS TEMPERATURE LPT STAGE 2 NGV
T5 LPT EXHAUST TEMPERATURE TURBINE REAR FRAME
3:00 o’clock
TCase HPT CASE TEMPERATURE HPT CASE
3:00 o’clock
PS12 FAN INLET PRESSURE FAN INLET CASE
4:00/8:00/12.00 o’clock
PS13 FAN EXIT PRESSURE FAN CASE
2:00 o’clock
P25 HPC INLET TEMPERATURE FAN FRAME
6:00 o’clock
PS3 HPC DISCHARGE PRESSURE HPC CASE
9:30 o’clock
N1 LPC ROTOR SPEED FAN CASE
5:00 o’clock
FOR TRAINING PURPOSES ONLY!

N2 HPC ROTOR SPEED REAR AGB

6:30 o’clock

Maintenance
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T3
PS13

T49.5 PS3 T12

T case

PS12
T25

P25 N1
T5
FOR TRAINING PURPOSES ONLY!

N2

FADEC Sensors
Maintenance
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FADEC SENSORS DESCRIPTION

T12 - Fan Inlet Temperature Sensor
The T12 sensor is made to measure the engine intake air temperature. It is
installed on the air inlet cowl at the 1:00 o’clock position.
The T12 temperature sensor has 2 components: the sensing element and the
housing.

PS12 - Fan Inlet Pressure Sensor

Three static pressure ports are mounted on the forward section of the fan inlet
case, at the 4, 8 and 12 o’clock positions. A pneumatic line runs around the
upper portion of the fan inlet case, collecting and averaging the pressures.
PS13 - Fan Exit Pressure Sensor
PS13 is part of the optional monitoring kit, available upon customer request. lf
the kit is not required, the PS13 port is blanked off on the ECU shear plate.
The PS13 pick−up is located at approximately 1:00 o’clock, downstream from
the fan Outlet Guide Vanes (OGV). This signal is processed by channel A only.

PO - Ambient Pressure Port

The PO air pressure is measured through a vent plug, installed on the ECU
shear plate. This value is used by the ECU, in case of lost signals from the Air
Data Computer (ADC).
FOR TRAINING PURPOSES ONLY!

Maintenance
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P0 LOCATION
PS13 LOCATION

PS 13 ECU
PICKUP
PO PORT

TO
ECU

PS12 LOCATION

ELECTRICAL CONNECTORS
ECU CHAN. A+B

FAN INLET CASE

PS12 PICKUP
T12 SENSOR LOCATION (TYPICAL)
FOR TRAINING PURPOSES ONLY!

PS12 MANIFOLD

T12 SENSOR
TO
ECU

T12 Sensor, PS12, PS13 Location

Maintenance
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T25 - HPC Inlet Temperature Sensor

The T25 sensor is located at 5:45 o’clock upstream of variable bleed (VBV) in
fan frame. The sensor measures the air temperature downstream of the
booster. This dual sensor is of the resistor probe type (platinum).
The operating principle of the sensor is based on the properties inherent to
metals (in this case platinum), being that their resistance varies in relation to
temperature.
A current generated by the ECU supplied to the probe resistor has its signal
modified by the temperature surrounding the probe.
P25 - HPC Inlet Pressure Sensor
The P25 probe is installed in the fan frame mid−box structure at the 5 o’clock
position.
P25 is part of the optional monitoring kit, available upon customer request. lf
the kit is not required, the P25 port is blanked off on the ECU shear plate. The
pressure line exits the fan frame on its rear wall through a nipple. The signal is
processed by channel B only.
FOR TRAINING PURPOSES ONLY!

Maintenance
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P 25 SENSOR

T 25 SENSOR

DUST
EXHAUST
AIRFLOW
OUTLET

AIR OUTLET
FOR TRAINING PURPOSES ONLY!

ELECTRICAL
CONNECTIONS TO ECU
FOR CH-A + CH-B

FADEC T / P 25 Sensor
Maintenance
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T3 - Compressor Discharge Temperature Sensor

The T3 sensor is a thermocouple which is installed at the 12 o’clock position on
the combustion case, just behind the fuel nozzles.
Two probes, enclosed in the same housing, sense the air temperature at the
HPC outlet. The signals from both probes are directed through a rigid lead to a
connector box, which accommodates two connectors, one per ECU channel.
The wiring in the sensor is encased in a tubing filled with magnesium oxide
powder. The swaging process reduces the tubing size. This compresses the
powder into a firm mass around the wires and provides equal spacing and
insulation for the wires.

PS3 - HPC Compressor Discharge Pressure Sensor

The PS3 static pressure pick−up is located on the combustion case, at the 9
o’clock position between two fuel nozzles.
FOR TRAINING PURPOSES ONLY!

Maintenance
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COMBUSTOR
CASE THERMOCOUPLE
PROBE UNIT

PS 3 PICK UP

PS 3
FOR TRAINING PURPOSES ONLY!

LINE

TO ECU

ELECTRICAL CONDUIT
CONNECTORS
ECU CH-A+CH-B

PS3 (CDP) and T3 Sensor

Maintenance
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T5 - LPC Discharge Temperature Sensor

The T5 sensor is part of the optional monitoring kit, available upon customer
request. When installed, it is located at the 4 o’clock position, on the turbine
rear frame.
lt consists of a metal body, which has two thermocouple probes and a flange
for attachment to the engine. A rigid lead carries the signal from the probe to a
main junction box with a connector that allows attachment to a harness.
The two thermocouples are parallel−wired in the box and a single signal is sent
to the ECU channel A.
Tcase - HPT Case Temperature Sensor
The Tcase sensor is installed on the combustion case at the 3 o’clock position,
and consists of:
 a housing, which provides a mounting flange and an electrical connector
 a sensing element, fitted inside the housing and in contact with the shroud
support
It measures the High Pressure Turbine (HPT) shroud support temperature. The
temperature value is used by the ECU in the HPT Clearance Control system
logic.
NOTE: The probe is spring−loaded to ensure permanent contact with the
shroud support.

Identification Connector J14

The engine identification plug acts as an ”electronic nameplate” for the ECU. It
is connected to the J14 ECU fixed connector. The mobile connector transmits
the following electric coded signals to the Electronic Control Unit (ECU):
FOR TRAINING PURPOSES ONLY!

 Engine serial number

 Engine family
 Engine bump/overboost rating
 Engine nominal rating
It is coded in the factory during installation of new engine, and is inseparable
from the engine.

Maintenance
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T 5 SENSOR

ENGINE
IDENTIFICATION
PLUG

T CASE SENSOR R/H

FOR TRAINING PURPOSES ONLY!

FADEC Components R/H Side

Maintenance
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ECU COMPONENT DESCRIPTION

Software Main Functions Electrical Connectors
Ground test of electrical and electronic parts is possible from cockpit with Fifteen threaded electrical connectors are located on the lower panel of the
engines not running through the CFDS. ECU. Each has a unique key pattern which accepts only the correct
The FADEC provides engine control system self−testing to detect problem at corresponding cable.
LRU level. Connector identification numbers from J1 to J15 are marked on the panel.
FADEC is such that no engine ground run for trim purposes is necessary after All engine inputs and command outputs are double and routed to and from
component replacement. channel A and B through separate cables and connectors.

Pressure Inputs Channel A Channel B Function

Five pneumatic pressure signals are supplied to pressure sub-systems A and B Connec- Connec-
of the ECU. These are converted into electric signals by pressure transducers tors tors
inside the ECU. J1 J2 Power Supply 28V, Ignition Power Supply 115VAC
The 3 pressures used for engine control (P0, Ps12, Ps3) are supplied to both
J3 J4 Input / Output to / from A/C, TLA Input
channels.
The two optional monitoring pressures are supplied to a single channel (Ps13 J5 J6 Connection to Thrust Reverser
to CH. A, P25 to CH−B) J7 J8 HMU, N2 Sensor, FRV, ECU Cooling Valve
The pressure sub-system shear plate serves as the interface between the J9 J10 Control Alternator, SAV, T12, N1 Sensor,
pneumatic lines and the ECU. The shear plate is bolted onto the ECU chassis.
A metal gasket with integral O-rings is installed between the plate and ECU. J11 J12 Feed Back Sensors, BSV Pos. Switches, T25
Correct orientation of the assembly is assured by an alignment pin on the J14 J14 Engine Identification Plug
chassis and corresponding holes in the gasket and the shear plate.
J13 J13 T3, Tcase, Toil, T5, EGT, Fuel Flow
J15 J15 Test Interface
FOR TRAINING PURPOSES ONLY!

Maintenance
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COOLING
AIR OUTLET
PRESSURE
SUB SYSTEM

COOLING
ELECTRONIC AIR OUTLET
CONTROL UNIT
SHEAR GASKET
PLATE

P0 ECU
P0 P0
PS13
PS 12
PS3 PRESSURE SUB-SYSTEM
P25 A
PS12 TEST INTERFACE PS 13 PS 13
RECEPTACLE
PS 3

ENGINE IDENTIFICATION PS 3
CONNECTOR RECEPTACLE
PS 3
FOR TRAINING PURPOSES ONLY!

P 25 P 25
PRESSURE SUB-SYSTEM
P0 B

PS 12 PS 12

ECU Connections
Maintenance
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THRUST MODES OPERATION

Thrust Limit Mode Selection The auto thrust mode is only available between idle and maximum continuous
Throttle lever is used as a rating mode selection device. By receiving the thrust (MCT) when the aircraft is in flight. The auto thrust function (A/THR) can
throttle lever position signal, the FADEC computes permanently thrust limit be engaged or active. The engagement logic is done in the FMGC and the
ratings, shall select the corresponding limit value and send it to the cockpit. activation logic is implemented into the ECU. The activation logic in the ECU
When the throttle lever is positioned between two unique positions, the FADEC unit is based upon two digital discretes A/THR engaged, A/THR active, from
will select the limit of the higher mode for display. the FMGC, plus an analog discrete from the instinctive disconnect pushbutton
on the throttle.
Two thrust setting modes are available, the manual mode and the auto thrust
mode. The mode selection is depending on throttle lever position and upon the The A/THR function is engaged automatically in the FMGC by auto pilot mode
auto thrust activation/deactivation logic. demand and manually by action on the A/THR push button located on the
Flight Control Unit (FCU).
Manual Thrust Mode After take off the lever is pulled back to the maximum climb position. The auto
In the Manual Thrust Mode (auto thrust function is not active) the throttle thrust function will be active and will provide an N1 target for:
control lever on the center pedestal controls:  Max climb thrust
 the engine level of thrust  Optimum thrust
 the thrust limit mode  An aircraft speed (Mach number)
The ECU receives the throttle lever angle, computes the engine thrust limit  A minimum thrust
parameter and adjusts the actual engine thrust parameter accordingly.
The A/THR deactivation and A/THR disengagement are achieved by action
Auto Thrust Mode on the disconnect pushbutton located on the throttle levers or by depressing
During Automatic Thrust Setting Mode (auto thrust function active in the ECU) the A/THR pushbutton provided that the A/THR was engaged. Selecting the
the throttle control lever controls: TLA in IDLE or in reverse range will also disengage the A/THR function.
 the thrust limitation (except in alpha floor condition) Memo Mode
 the thrust limit mode The thrust is frozen to the N1 actual (memo thrust setting) if:
 the FMGEC computes the target thrust parameter and sends it to the ECU 1. A/THR was active in the FADEC unit and:
through the FCU and the EIU − throttle is in MCT gate or MCL gate
FOR TRAINING PURPOSES ONLY!

 the ECU adjusts the actual engine thrust parameter according to this value. − one of the deactivation conditions is present A/THR not engaged (from
The target thrust parameter is limited by the actual position of the throttle the ECU)
control lever except when a alpha floor protection is activated (in that case
− or N1 target not valid
the maximum available thrust is commanded)
− or instinctive disconnect condition
2. Thrust was frozen and:
− condition to switch to manual thrust setting not present
− condition to switch to automatic thrust setting not present

Maintenance
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FLIGHT CONTROL UNIT

MCDU

TLA
N1 COMMAND

N1 COMMAND

ECU
FOR TRAINING PURPOSES ONLY!

N1 FUEL FLOW
FMGC COMMAND

Thrust Control Architecture

Maintenance
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ALPHA FLOOR OPERATION

If the Alpha Floor condition is not present, setting at least one throttle lever
forward of the MCT gate leads to A/THR deactivation but maintains A/THR
engaged ; the thrust is controlled by the throttle lever position and A/THR will
be activated again as soon as both throttles are set at or below MCT gate. If
the Alpha Floor condition is present, the A/THR function can be activated
regardless of throttle position.
When A/THR is deactivated (pilot’s action or failure), the thrust is frozen to the
actual value at the time of the deactivation. The thrust will be tied to the throttle
lever position as soon as the throttles have been set out of the MCT or MCL
positions.
Manual Mode
The thrust is controlled manually (i.e., function of TLA position) if the throttles
are not in the A/THR area.
This mode is also entered any time the conditions for auto thrust or memo
modes are not present. In this mode, thrust lever sets an N1 value proportional
to the thrust lever position up to maximum take−off thrust.
TLA versus rated thrust is consistent regardless of ambient conditions.
TAKE−OFF/GO−AROUND ratings are always achieved at full forward throttle
lever position (except in Alpha−floor mode).
Other ratings (MAX CONTINUOUS, MAX CLIMB. IDLE, MAX REVERSE) are
achieved at constant throttle lever positions. FLEXIBLE TAKE−OFF for a given
derating is achieved at constant retarded throttle lever position.
Flexible take−off rating
FLEXIBLE TAKE−OFF rating is set by the assumed temperature method with
FOR TRAINING PURPOSES ONLY!

the possibility to insert an assumed temperature value higher than the

maximum one certified for engine operation to provide for the maximum derate
allowed by the certifying Authorities.

Maintenance
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TO TO
GA GA

FLX FLX
MCT MCT

CL 45 CL
THRUST
40 A
ATS ACTIVE
A
35 (EXCEPT IN FLX)
T T
30
H H
25 R
R N 1 RATING
0 20 0 LIMIT CL
15
R R
10

5 UPPER LIMIT OF THE N 1 TARGET

MAX CONTINUOUS / FLX

0
POSSIBLE
F L N 1 TARGET OPERATING
RANGE OF
N1 REQUIRED
MAX T.O. / GA

BY ATS
MAX CLIMB
FOR TRAINING PURPOSES ONLY!

IDLE

TO FLX CL 0 IDLE REV MAX

GA MCT

ACTUAL POSITION OF
THE THROTTLE LEVERS

STOP DETENT DETENT STOP DETENT STOP

Thrust Lever Positions

Maintenance
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IDLE CONTROL OPERATION

Minimum Idle (58,8% N2) Corrected for Ambient Temp >30°C
 Then the N2 will increase.
The minimum idle should never be below 58,3% N2

Approach Idle (Approx. 70% N2)

 It varies as a function of Total Air Temperature (TAT) and altitude. This idle
speed is selected to ensure sufficiently short acceleration time to go around
thrust and is set when the aircraft is in an approach configuration.
(Flap Lever Position ” NOT UP”)
Bleed Idle = Bleed Demand
 Bleed Idle command will set the fuel flow requested for ensuring correct
aircraft ECS system pressurization, wing anti ice and engine anti ice
pressurization (P/B-”ON” or valves not closed).
Reverse Idle (Approx. 70% N2)
 Approach Idle + 1000 RPM. FADEC sets the engine speed at reverse idle
when the throttle is set in the reverse idle detent position.
IDG Idle Bias (Min Idle - Approach Idle)
 The min idle speed will increase to maintain the engine oil temperature
within max limits (in flight only), when the engine oil temperature reaches
more than 106 °C (signal from TEO sensor). The speed can increase up to
approach idle.

Weather Idle Speed

 On the ECU software P28/P15 the new weather idle speed will be
FOR TRAINING PURPOSES ONLY!

incorporated (SB 73-131). The purpose of this software eliminates the

FCOM requirement that the pilot must manually select Nacelle Anti -Ice
prior to penetrating moderate to heavy precipitation weather conditions in
order to establish the minimum idle to 45% N1. This software reduces pilot
work load.

Maintenance
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THRUST
LEVERS

TLA (REV. IDLE)

REVERSE
WOW (GND) & EIU IDLE
LANDING
GEARS LGCIU
1/2 AIR

OR APPROACH
& EIU
SLAT /
IDLE
FLAP
LEVER SFCC LEVER NOT ZERO
EIU FAULT
1/2 MINIMUM
IDLE
PACKs
ECS DEMAND

PACK ZONE
CONT. CNTLR OR EIU BLEED
1/2 ACSCs IDLE
TEO

WING in FLT only IDG IDLE

FOR TRAINING PURPOSES ONLY!

ANTI
ICE BIAS

ENG ANTI ICE

HEAVY PRECIPITATION WEATHER

WEATHER CONDITIONS IDLE SPEED
ECU
Idle Setting
Maintenance
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CFDS MCDU PAGES

MCDU MENU Trouble Shooting Report
The system report/test menu for the FADEC has eight options: This report presents a snapshot at the time a fault occurred. It shows the time
− LAST LEG REPORT of occurrence and gives additional parameter infos.
− PREVIOUS LEGS REPORT  N1 Actual Selection (N1 ACTSEL)
− LRU IDENTIFICATION  N2 Actual Selection (N2 ACTSEL)
− CLASS 3 FAULTS  EGT Selection (T49.5SEL)
− TROUBLE SHOOTING REPORT  Thrust Lever Angel Selection (TLASEL)
− IGNITION TEST  CDP Selection (PS3SEL)
− THRUST REVERSER TEST  Fuel Metering Valve Selection (FMVSEL)
− FADEC TEST  VSV Selection (VSVSEL)
− SCHED MAINT REPORT  VBV Selection (VBVSEL)
To get access to the FADEC CFDS menu the FADEC ground power switch on  Ambient Static Pressure Sel.(P0SEL)
the maintenance panel must be ”ON” ,otherwise ”NO RESPONSE” is displayed  TAT Selection (TATSEL)
on the MCDU.  Mach Outside (MO)
Last Leg Report  N1 Command (N1CMD)
This report gives a list of the LRUs which have been detected faulty on the last Ignition Test
flight leg.
This test allows to perform a ignition test via the MCDU.
Previous Leg Report
Reverser Test
This report lists all the LRUs which have been detected faulty during the
This test allows to operate/test the reverser.
previous flight legs (max 62).
Scheduled Maintenance Report
LRU Identification
The class 3 faults (without cockpit event) have been classified in the two
FOR TRAINING PURPOSES ONLY!

This menu shows the ECU part number. The last digit of the number shows the
following categories:
software standard (e.g. P02)
 the TIME LIMITED dispatch faults: which means that the fault may remain
Class 3 Faults uncorrected within a maximum time frame specified by the Maintenance
This menu shows the class 3 faults. Planning Document.
 the UNLIMITED TIME dispatch faults: which means that the fault may
remain uncorrected within an unlimited time frame.
All these faults are presented by the FADEC BITE in the ’Scheduled
Maintenance Report’ at the aircraft level and classified ”S” in the Trouble
Shooting Manual.

Maintenance
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    FAEDC  

  


 &  GND PWR 
 & 
   
 


     2 
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- *' "

  /!    
 *" !  
  /  
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otherwise NO RESPONSE is displayed.
FADEC power must be switched ON,


   

  2 
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    & 


0 /      ""-  
( ' ' * !'   #*  
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( '' -- * !    &
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  &
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* -  ! # "' 
    1 
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     *  *# '  "#!  !


  "!  
        "!! $  !
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    "#- 

   ,
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  -  '#! ' -   "!! $  !
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NOTE:
FOR TRAINING PURPOSES ONLY!

NEXT
PAGE
    &
  2 
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&
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  ' 
   & 

    ("     
  !
    
/0    *!    $ 
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-- * !         
    $ 
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FADEC CFDS Menu

Maintenance
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FADEC TEST

Purpose
This test allows to test the FADEC system, by separate selection of channel A
or channel B. A motoring or a non motoring test can be performed, depending
if bleed air is supplied or not. When a motoring test is done the valves are
driven with fuel press and all electrical circuits are checked. A non motoring
test is only a static electrical test.
FOR TRAINING PURPOSES ONLY!

Maintenance
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FADEC
  

   

 &  GND PWR 
 & 
  
 

3333333 2 
 3333333     3333333 2 
 3333333

33333  
 33333 
   33333  
 33333

 &


AFTER        &
     AFTER
 
APPROX.  
  

    
 APPROX.
105 SEC 120 SEC

      


 &  
 &  
 & 
 
, 
 2

  
        4
( 
  2   
 
 
 0 & 

WITH DUCT PRESSURE

       


W/O DUCT PRESSURE



   &2
  
  '  * !

      2
    
 
  

 & 

  ( 
    
 
 
  
  


     333    333


 &  
 &  
 & 

      4  
, 
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    &  
& 0 /*    2
&   
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&   

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&  
   
 
  
  

FOR TRAINING PURPOSES ONLY!

333    333


 & 

  &  

2
&   

 


FADEC Test
Maintenance
FRA US/T-5Course B1
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73−25 FUNCTIONAL INTERFACES

EIU DESCRIPTION
General
Two EIUs are fitted on each aircraft, one for engine 1, one for engine 2. Each
EIU, located in the electronics bay 80VU, is an interface concentrator between
the airframe and the corresponding FADEC located on the engine, thus
reducing the number of wires. EIUs are active at least from engine starting to
engine shutdown, they are essential to start the engine.
EIU Functions
The main functions of the EIU are:
 to concentrate data from cockpit panels and different electronic boxes to
the associated FADEC on each engine
 to insure the segregation of the two engines
 to select the airframe electrical supplies for the FADEC
 to give to the airframe the necessary logic and information from engine to
other systems (APU, ECS, Bleed Air, Maintenance).
FOR TRAINING PURPOSES ONLY!

Maintenance
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STA950/FR24A
824

A
80VU

1KS2
A B B
STA808/FR20

STA709/FR16
STA539/FR9
STA350/FR1
1KS1
FOR TRAINING PURPOSES ONLY!

ENGINE INTERFACE
UNIT
(1KS1/1KS2)

EIU Location
Maintenance
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EIU INTERFACES

EIU Input from ECU

The EIU acquires two ARINC 429 output data buses from the associated ECU
(one from each channel) and it reads data from the channel in control. When
some data are not available on the channel in control, data from the other
channel are used.
In the case where EIU is not able to identify the channel in control, it will
assume Channel A as in control. The EIU looks at particular engine data on the
ECU digital data flow to interface them with other aircraft computers and with
engine cockpit panels.
EIU Output to ECU
Through its output ARINC 429 data bus, the EIU transmits data coming from all
the A/C computers which have to communicate with the ECU, except from
ADCs and throttle which communicate directly with the ECU. There is no data
flow during EIU internal test or initialization.
FOR TRAINING PURPOSES ONLY!

Maintenance
FRA US/T-5Course B1
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POWER SUPPLY MODULE

AC BUS 1 (2) IGN SYS B
AC ESS BUS IGN SYS A
STAT INV BUS
DC BAT BUS ECU CHANNEL B
(DC BUS 2)
DC ESS BUS ECU CHANNEL A

CFDIU
ZC PRIM
POWER SUPPLY ENGINE
ZC SEC
(OR ACSC) DIGITAL CUT OFF > 200MS INTERFACE
FCU INPUTS A/C ON GND & UNIT 1 (2)
ECU CH A ENG STOPPED
ECU CH B

ENG MASTER SW
CRANK/NORM/IGN SEL
ENG FIRE P/BSW
EIU
WING ANTI ICE P/BSW
INTEGRITY
ENG ANTI ICE P/BSW
FADEC GND PWR P/BSW BITE CFDIU
ENG MAN START P/BSW DISCRETE BMC 1 (2)
OIL LOW PRESS SW < 13PSI POWER DIGITAL
INPUTS FWC 1, 2
UP TEST OUTPUTS
ECU CH A
FOR TRAINING PURPOSES ONLY!

ECU CH B
LGCIU 1 (2)
SFCC 1 (2) GROUND
FLSCU SCANNING START VLV CLOSURE
T/R INHIBITION
APU BOOST COMMAND
OIL TEMP IN OIL LOW PRESS & GROUND
DISCRETE
OIL QUANTITY ANALOG OPERATION HP FUEL SOV POSITION
OUTPUTS
OIL PRESS INPUTS TEST N2≥ MIN IDLE
NACELLE TEMP TLA IN T/O POSITION
ENG FAULT LIGHT ON

EIU Interfaces
Maintenance
FRA US/T-5Course B1
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CFDS SYSTEM REPORT/TEST EIU

Listed below is the menu of the Engine Interface Unit (EIU). The EIU is a Type 1
System. The EIU is available in CFDS back up Mode. The following menu
options are available for the EIU 1 (2):
 LAST LEG REPORT
 PREVIOUS LEGS REPORT
 LRU IDENTIFICATION
 CLASS 3 FAULTS
 GROUND SCANNING
Last leg Report
Here are Displayed the Internal EIU Failures that Occurred during Last Flights.
Previous legs Report
The EIU sends a list of the LRU‘s which have been detected faulty during the
previous 63 flight legs.
LRU Identification
Shows the EIU part number.
Class 3 Faults
This menu shows all class 3 faults present.
Ground Scanning
FOR TRAINING PURPOSES ONLY!

This Page gives the EIU Failures still present on Ground.

RTOK means Re-Test Ok, you can ignore this Fault.

Maintenance
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 ,  ! (
)2  
 
 
  
&1     11 
 ) %  

     
 
 ' 
 - *+ !+'           
&1 *"/   

 (- '  *#+ + !
 
  
   
  *+ !+' 1

  
    
   


 




 

    
 
  
, #!*##-   

    
   

  
    
 
FOR TRAINING PURPOSES ONLY!


 

      

 ,  !
  
&1    
 


  - *+ !+'
&1 *"/   


 
  

  *+ !+' 1

  
    
 

EIU CFDS Menu

Maintenance
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ATA 73 - CFM56-5B FADEC

CFM56-5B (Differences)

Maintenance Course B1 / B2 11/2013

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ATA 73 ENGINE FUEL AND CONTROL Power Management

The FADEC provides automatic engine thrust control and thrust parameter
73−20 CONTROLLING limits computation. The FADEC manages power according to two thrust
modes:
 manual mode depending on TLA (Thrust Lever Angle)
FADEC FUNCTIONAL OPERATION  Autothrust mode depending on autothrust function generated by the AFS
(Auto Flight System).
Full Authority Digital Engine Control (FADEC)
The FADEC also provides two idle mode selections:
The FADEC consists of the ECU (Engine Control Unit), HMU
(Hydromechanical Unit) and its peripheral components and sensors used for  Approach Idle: It is obtained when slats are extended in flight.
control and monitoring.  Minimum Idle: It can be modulated up to approach idle depending on:
− Air conditioning demand
FADEC Definition
− Engine anti ice demand
Each engine is equipped with a duplicated FADEC system. The FADEC acts
as a propulsion system data multiplexer making engine data available for − Wing anti ice demand
condition monitoring. − TEO (Temperature Engine Oil for IDG cooling).

FADEC Controls Engine Limit Protection

The FADEC provides the engine sytem regulation and scheduling to control The FADEC provides overspeed protection for N1 and N2, in order to prevent
the thrust and optimize the engine opration. engine exceeding certified limits, and also monitors the EGT.
The FADEC provides: Engine Systems Control
 Fuel control regulation The FADEC provides optimal engine operation by controlling the:
 power management  Fuel Flow
 gas generator control  Compressor air flow and
 Turbine active clearance control  Turbine clearence.
 engine limit protection
 feedback Thrust Reverse
FOR TRAINING PURPOSES ONLY!

 flight deck indication data The FADEC supervises entirely the thrust reverse operation.
In case of a malfunction, the thrust reverser is stowed.
 Engine maintenance data
 Contitioning monitoring data Start and Ignition Control
 thrust reverse control The FADEC controls the engine start sequence. It monitors N1, N2 and EGT
 automatic engine starting parameters and can recycle or abort an engine start.
 Fuel return control for IDG cooling Power Supply
The FADEC system is self−powered by a dedicated permanent magnet
alternator when N2 is above 15%, and is powered by the aircraft electrical
system for starting, as a backup and for testing with engine not running.

Maintenance
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MONITORING SIGNALS & PRESSURE PICK UPS

PS12 PS3
T12
T3 TCASE T49.5
N2
T25 N1 EGT
P0
A B
OPTION:
- RACC/SB
LPTACC - TBV
HPTACC - TBV/NAC
POWER SUPPLY
> 15% N2

Engine Interface Unit (EIU)

(no FADEC Part)
COMMAND SIGNALS
Analog, Digital
& Discrete FUEL METERING & SERVO PRESSURE
Signals

T OIL
FOR TRAINING PURPOSES ONLY!

T/R Stow/Deploy
HCU Command & Feedback
FADEC Presentation CFM 56-5B
Maintenance
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ATA 75 - Air

Maintenance Course B1 / B2 11/2013

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Manual
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ATA 75$IR*(1(5$/
INTRODUCTION
7
General
The engine air system covers the:
 Turbine Active Clearance Control System
 Rotor Active Clearance Control System (RACC)
 Compressor Airflow Control System

Turbine Clearance Control System

There are two systems independently controlled by the ECU and actuated from
the HMU which provide the engine clearance adjustment.
− Low Pressure Turbine Active Clearance Control (LPTACC)
− High Pressure Turbine Active Clearance Control (HPTACC)
The clearance between the blade tips and the casings is actively controlled in
order to optimize engine performance using cooling air to shrink the LP and HP
turbine casings.

Rotor Active Clearance Clearance System

The RACC System improves compressor efficiency during cruise by means of
controlling the High Pressure Compressor (HPC) rotor clearances with 5th
stage HPC airflow to the rotor bore.
Compressor Airflow Control System
To prevent compressor surge and to provide good acceleration, the engine is
equipped with two compressor airflow control systems listed below:
FOR TRAINING PURPOSES ONLY!

− Variable Bleed Valve (VBV) System

− Variable Stator Vane (VSV) System
Both systems are fuel operated by the HydroMechanical Metering Unit (HMU)
and controlled by the Electronic Control Unit (ECU).

Maintenance
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SECONDARY
AIRFLOW

COOLING AIRFLOW PRIMARY AIRFLOW

TURBINE COMPRESSOR AIRFLOW

ACTIVE CONTROL SYSTEM
CLEARANCE AND
CONTROL ROTOR ACTIVE CLEARANCE
SYSTEM CONTROL SYSTEM*

COOLING AIRFLOW
FOR TRAINING PURPOSES ONLY!

*NOT INSTALLED ON
NEW CFM56 ENGINES

Air System Presentation

Maintenance
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75−20&OOLING
ACTIVE CLEARANCE CONTROL SYSTEMS DESCRIPTION
HPT Active Clearance Control System
The HPTACC system uses HPC bleed air from stages 5 and 9 to obtain
maximum steady−state HPT performance and to minimize EGT transient
overshoot during throttle bursts. Air is supplied through the HPACC valve to a
manifold surrounding the HPT shroud. The temperature of the air controls the
HPT shrouds clearance relative to the HPT blade tips.
The HPTACC valve is fuel driven. Its position is determined by an ECU
controlled servo valve inside the HMU. The ECU receives position feedback
from the HPTACC valve for monitoring purposes.

LPT Active Clearance Control System

The LPTACC system uses fan air for external case cooling of the Low
Pressure Turbine. Fan air is supplied through the LPTACC Valve and an array
of piping and small air jet to the LPT casing. This maintains shroud clearances
relative to LPT rotor blade tips.
The LPTACC valve is fuel driven by an ECU controlled servo valve within the
HMU according to a specific schedule. The ECU receives Feedback signals
from the LPTACC valve for monitoring purposes.

Rotor Active Clearance Control System

The RACC system modulates the fifth stage HPC bleed air into the compressor
rotor bore to vary and control the clearances. The air flow to the rotor is mixed
with the booster discharge air. By heating the compressor rotor with fifth stage
bleed air, the compressor clearances are reduced and improve the efficiency of
FOR TRAINING PURPOSES ONLY!

the compressor and improving the overall Specific Fuel Consumption (SFC) of
the engine.
The RACC valve is fuel operated via an ECU controlled servo valve inside the
HMU. The ECU gets feedback signals from the RACC valve for monitoring
purposes.

Maintenance
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Position
Feedback FAN AIR

LPTACC
VALVE

HP ROTOR
CAVITY

9th 5th 5th

HP
TURBINE
ECU
HPTACC RACC
VALVE VALVE*
FOR TRAINING PURPOSES ONLY!

LPTACC HMU

RACC

HPTACC
* Not installed on DLH airplanes

Active Clearance Control Systems

Maintenance
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75−21+PT ACTIVE CLEARANCE CONTROL SYSTEM

SYSTEM OPERATION
General
The HPTACC is a closed loop system based on the HPT shroud temperature
sensed by the Turbine Case Temperature Sensor (Tcase).
The Electronic Control Unit (ECU) first calculates the HPTACC valve position
to control the temperature of the shroud to the desired level. Then, the ECU
sends an electrical signal to the Hydromechanical Unit (HMU) to move the
HPTACC valve.
The HPTACC valve is an hydraulic actuator linked with the 5th and the 9th
stage butterfly valves which control air flow to the HPT shroud support
structure. Two Linear Variable Differential Transformers (LVDT) are connected
to the actuator to give valve position feedback to the (&87wo thermocouples which
are embedded in the HPT shroud support structure provide temperature
feedback to the ECU.

Control
On engine start, the HPTACC valve moves to the 9th stage bleed position
which unloads the compressor to improve engine acceleration. At and above
ground idle, the HPTACC valve position is determined by the closed loop
shroud temperature control. When the engine is shut down, the valve extends
to a fail−safe no air position.
The HPT Clearance Control Systems uses the following control signals:
 N2
 T3
FOR TRAINING PURPOSES ONLY!

 Tcase

Maintenance
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ÏÏ
ÏÏ
HPT SHROUD
ÏÏ
ÏÏ
SUPPORT
STRUCTURE ÏÏ
ÏÏ
ÏÏ
9th 5th

ÏÏ
START BLEED
ONLY HPTACC FDBK
VALVE

ECU CH-A Tcase

FOR TRAINING PURPOSES ONLY!

HPTACC
HMU SERVO DEMAND N2
VALVE SCHEDULE T3

CH-B Tcase
HPTACC
DEMAND N2
SCHEDULE T3

FDBK

Figure 130 HPTACC System Schematic

Maintenance
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COMPONENT DESCRIPTION
HPTACC Valve
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
LVDT installed on the actuator. One butterfly valve controls the flow from 5th
stage compressor bleed while the other butterfly valve controls the flow from
the 9th stage compressor bleed. The 5th stage air is mixed with the 9th stage
air downstream of the valve. The main valve modes are defined in the table
that follows:
Schedule

ACTUATOR MODE 5TH STAGE 9TH STAGE

STROKE BUTTERFLY BUTTERFLY
0% NO AIR CLOSED CLOSED
FAIL−SAFE 9th STAGE
INLET
22% FULL 9TH CLOSED FULLY OPEN
42% REGULAR 9TH CLOSED INTERMEDIATE
42−100% MIXED INTERMEDIATE INTERMEDIATE
100% FULL 5TH FULLY OPEN CLOSED
DRAIN PORT
5th STAGE
INLET
CH-A
FOR TRAINING PURPOSES ONLY!

CH-B

TCC SUPPLY
PORT

PCR SUPPLY
PORT

HPTACC Valve

Maintenance
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HMU HYDRAULIC FEEDBACK TO T CASE THERMOCOUPLE

POWER ECU

HPTACC DISCHARGE AIR

HPTACC

5TH STAGE AIR 9TH STAGE AIR

FOR TRAINING PURPOSES ONLY!

HPTACC Airflow Schematic

Maintenance
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75−22/PT ACTIVE CLEARANCE CONTROL SYSTEM

SYSTEM OPERATION
General
The LPTACC system supply fan bleed air from the inner barrel scoop of the
thrust reverser to the LPT casing via circular pipings fitted around the shroud
support structure. The fan bleed air flow is modulated by ECU according to
engine operating conditions.
Operation
The ECU modulates the pressure of one of the piston chambers through the
HMU. The HMU supplies a reference pressure to the second chamber. The
ECU controls the travel of the piston and valve butterfly according to the engine
parameters. The butterfly of the valve opens when the engine rating increases
and closes when it decreases. When the engine is shut down, the valve
butterfly is fully open.
LPT cooling air flow, controlled by the ECU depends on the following operating
conditions and engine characteristics.
 N1
 P0
 TAT
 PT2
 T12
FOR TRAINING PURPOSES ONLY!

Maintenance
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ÏÏÏ
ÏÏÏ
ÏÏÏ
ÏÏÏ
ÏÏÏ
ÏÏÏ
ÏÏÏ
ÏÏÏ
ÏÏÏ
ÏÏÏ FAN AIR

LPTACC FDBK
VALVE

PT2
ECU LPTACC CH-A PO
FOR TRAINING PURPOSES ONLY!

HMU SERVO DEMAND N1

T12
VALVE SCHEDULE TAT

LPTACC CH-B TAT

DEMAND T12
SCHEDULE N1
PO
PT2
FDBK

Figure 133 LPTACC System Schematic

Maintenance
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LPTACC Valve
LPT clearance control valve is a butterfly valve, the valve
consists of an outer housing, a control plate, a linear actuator,
2 RVDT sensors for feedback signals and a butterfly valve
actuation.
Under control of the PCR pressure applied at its head end and a
PC/PB modulated pressure applied at its rod end, the linear
actuator moves a rack controlling both the opening and closing of
the butterfly valve which regulates the amount of air required for
cooling the turbine as a function of the engine operating
configuration (engine rating).

AIR OUT TO TURBINE AIR IN FROM FAN

DRAIN

PC PORT
DRAIN PORT
FOR TRAINING PURPOSES ONLY!

PB PORT

LPTACC Valve
Maintenance
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75−30 COMPRESSOR CONTROL

DESCRIPTION
General
The variable geometry control system is designed to maintain satisfactory
compressor performance over a wide range of operation conditions. To limit
compressor surge and to provide good acceleration, the engine is equipped
with a:
 Variable Bleed Valve (VBV) System
 Variable Stator Vane (VSV) System
Both systems are fuel operated by Hydromechanical Metering Unit Servo
Valves and controlled by the Electronic Control Unit via the Servo Valve Torque
Motors (TMs).
FOR TRAINING PURPOSES ONLY!

Maintenance
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FEEDBACK SIGNALS

VBV FUEL
GEAR MOTOR

VBV
(12 OFF)

VSVs
(4 ROWS OFF)

LP
COMPRESSOR

VSV ACTUATOR
AND
BELLCRANK
ASSEMBLY (2 OFF)

UNISON RING VBV ECU

ASSY
FOR TRAINING PURPOSES ONLY!

(4 OFF)

SERVO FUEL HMU

VSV TM
VBV TM

Compressor Control System

Maintenance
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75−31 VARIABLE BLEED VALVE SYSTEM (VBV)

SYSTEM OPERATION
General
VBV
The Variable Bleed Valve system matches the Low Pressure compressor POSITION
airflow to the High Pressure compressor requirement by bleeding off excess air
to the fan discharge airstream. There are eleven Variable Bleed Valves
installed circumferential of the LP compressor. The control system includes the
following components:
 Servo Valve within the HMU
 Fuel Gear Motor OPEN
 Rotary Variable Differential Transducer (RVDT)
 Master Ballscrew Actuator and Ballscrew Actuators
 Flexible Drive Shafts (11)
 Bleed Valves (11 + 1 Master)
Operation
The VBV position is related to the HPC operation. It is directly controlled by the CLOSED
angular setting of the variable compressor stator vanes at steady−state
operation and during acceleration. The bleed valves open during low and
transient operations to increase the booster mass flow and to improve booster
and HPC matching. The bleed valves are fully open during fast decelerations.
The ECU uses the following signals for VBV positioning:
 N1
 N2 61% 85% N2
FOR TRAINING PURPOSES ONLY!

 VSV-Position Feedback
VBV Schedule

Maintenance
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VARIABLE BLEED VLALVES

(QTY: 12)

VBV SYSTEM

FEEDBACK ROD

INTERCONNECTING
FLEXIBLE SHAFT
(QTY: 11)
POSITION SENSOR (RVDT)
MASTER BLEED VALVE
OUTLET DRIVE
MAIN FLEXIBLE SHAFT TO OTHER VBVs
FEEDBACK
ROD

STOP MECHANISM
ASSEMBLY

CHAN A
CHAN B
BLEED VALVE
FOR TRAINING PURPOSES ONLY!

VBV POSITION
AND MASTER SENSOR (RVDT)
FUEL GEAR MOTOR ASSEMBLY BALLSCREW ACTUATOR
STOP MECHANISM

FUEL FUEL
GEAR PORTS
MOTOR
VBV System
Maintenance
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VBV OPERATION Variable Bleed Valves (VBVs)
The master bleed valve drives the 11 variable bleeds valves (VBVs) through a
Fuel Gear Motor
series of flexible shafts. The flexible shafts make sure that the VBVs remain
The fuel gear motor transforms high pressure fuel flow into rotary driving power fully synchronized throughout their complete operation.
to position the master bleed valve, through a screw in the stop mechanism.
The fuel flow sent to the gear motor is constantly controlled by the ECU, via the
torque motor and servo valve in the HMU.

Stop Mechanism
The Bleed Valve Stop Mechanism Assembly is a component of the Variable
Bleed Valve Actuation System. It is located between the bleed valve Fuel Gear
Motor and Master Ballscrew Actuator.
The function of the Bleed Valve Stop Mechanism Assembly is to limit the
number of revolutions of the Bleed Valve Fuel Gear Motor to the exact number
required for a complete cycle (opening−closing) of the VBV doors. This limiting
function supplies the reference position for installing and adjusting the VBV
actuators.
The bleed valve stop mechanism consists of a housing for a hollow screw
which is driven by the bleed valve fuel gear motor. This hollow screw shaft
holds the main VBV flexible shaft which connects the Bleed Valve Fuel Gear
Motor to the Master Ballscrew Actuator. A follower nut runs along the screw
and stops the rotation of the Bleed Valve Fuel Gear Motor when it reaches the
ends of the screw threads.
A location is provided on the aft end of the Bleed Valve Stop Mechanism for
installation of the RVDT. The RVDT is electrical supplied by the ECU and
transmits the angular VBV position to ECU channel A and channel B by means
of two electrical signals.

Master Bleed Valve and Feedback Sensor

FOR TRAINING PURPOSES ONLY!

The master bleed valve and ballscrew actuator assembly is a unit, which
transmits the driving input from the gear motor to the 11 remaining variable
bleed valves (VBV’s).
A lever, integral with a hinged door, is connected to a feedback rod, which
transmits the angular position of the door to an RVDT. This sensor gives the
position feedback to the ECU.
It has two marks, which should be aligned when the system is adjusted to the
fully closed position. The adjustment is done through the feedback rod in
between the master bleed valve and the RVDT.

Maintenance
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VBV Operation
Maintenance
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System Actuation
The VBV actuation system provides an angular output through the Fuel Gear
Motor Assembly to the Master Ballscrew Actuator. The Master Ballscrew
Actuator transmits power from the main flexible shaft to the remaining ten
Ballscrew Actuators.
The system is designed to open, close, or modulate the 12 VBV doors to an
intermediate position in response to an input command signal. The VBVs
remain fully synchronized throughout their complete stroke by the continuous
mechanical flexible shaft arrangement. High pressure fuel hydraulically
activates the VBV actuation system. The VBV position sensor provides VBV
position bias to the ECU. The Master Ballscrew Actuator Assembly is
connected by a push−pull feedback rod to the VBV position sensor (RVDT).

Control and Operation

The system performs four primary functions:
1. Positions the bleed valves in response to a differential fuel pressure
through the motor of the fuel gear motor assembly
2. Mechanically synchronizes the 12 bleed valves throughout the stroke
3. Limits the bleed valve position at the end of each stroke
4. Provides the feedback of the VBV position sensor (RVDT) to the ECU
The Fuel Gear Motor, hydraulically actuated by the HMU Servo Valve drives
the system to the commanded position. The Servo Valve Torque Motor current
is based on the VBV demand schedule and depends on the ECU input
parameters. The ECU determines direction and speed of the Fuel Gear Motor
rotation.
Pressure across the Fuel Gear Motor is reduced as the system approaches the
commanded position. The RVDT electrical position feedback to the ECU
FOR TRAINING PURPOSES ONLY!

directs the HMU-Servo Control Valve to its null position. This reduces motor
speed and allows the motor to engage the end of stroke stops to neutralize
VBV loads.

Maintenance
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FEEDBACK WITNESS
ROD HOLE

CLEVIS
FLEXIBLE
SHAFT

BONDING
STRAP

SENSOR BOLT
ARM
(springloaded)
VBV POSITION
SENSOR (RVDT)
REFERENCE FAN FRAME
MARKS

MAIN FLEXIBLE
BALLSCREW SHAFT FUEL GEAR
ACTUATOR
MOTOR STOP
MECHANISM
FOR TRAINING PURPOSES ONLY!

FLEXIBLE
SHAFT
SOCKET

GAGE, SETTING
VBV DOORS

REFERENCE
VBV DOOR HOLE

VBV Actuation System

Maintenance
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75−32 VARIABLE STATOR VANE SYSTEM (VSV)

VSV SYSTEM OPERATION

General
VSV
The Variable Stator Vane (VSV) system provides optimum compressor POSITION
efficiency at steady state and adequate stall margin for transient engine
operation.

System Actuation CLOSED

TRANSIENT SCHEDULES
The system consists of 2 VSV hydraulic actuators with dual independent Linear
Variable Differential Transformer (LVDT)) for position feedback, and 2 actuator
mechanisms (bellcrank assembly) and linkages.

Operation
The Engine Control Unit (ECU) schedules the VSVs by controlling the VSV
servo valve in the Hydraulic Mechanical Unit (HMU). The Hydraulic Mechanical
Unit supplies high pressure fuel to the VSV actuators. Each actuator contains a
LVDT for position feedback to the ECU, which provides the excitation current.
The LH LVDT is dedicated to channel A and the RH one to channel B. STEADY
STATE
Each VSV actuator is connected through a clevis link and the stage 3 bellcrank OPEN SCHEDULE
to a master rod. Adjustable linkages connect the variable vane actuation ring to
bellcranks which are connected to the master rod. The four actuation rings,
which are connected at the horizontal split−line of the compressor casing rotate
circumferential about the horizontal axis of the compressor. Movement of the appr. 30% appr. 87% N2K
rings is transmitted to the individual vanes through vane actuating levers.
VSV Schedule
Control
FOR TRAINING PURPOSES ONLY!

The ECU schedules the VSVs by controlling the VSV servo valve torque motor
located in the Hydraulic Mechanical Unit. The actuators LVDT transmits a
feedback signal of the actual vane position to the ECU in order to close the
control loop. The vanes are closed at Low N2 and opened at High N2. VSV
angle is a function of:
 Core Engine Speed (N2)
 Compressor Inlet Temperature (T25)
 Altitude (P0)

Maintenance
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ECU
CH-A VSV VSV DEMAND
SCHEDULE
T25
BELLCRANK N2
ASSEMBLY CLOSED
PO
//H LVDT FEEDBACK OPEN

N2
H
TORQUE
MOTOR
SERVO
VALVE
FOR TRAINING PURPOSES ONLY!

M
U Pb Psf Pb Pc
SAME FOR CHANNEL B
TO R/H 5/H LVDT FEEDBACK
VSV ACTUATOR

VSV Schematic
Maintenance
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VARIABLE STATOR VANE SYSTEM (VSV) Technical Training CFM56−5A
Manual
Technical Training A320 Family 75-32

COMPONENT DESCRIPTION
VSV Actuator
The variable stator vane (VSV) actuator provides an output force and motion to
the variable stator system in response to fuel pressures from the
hydromechanical unit. The VSV actuators are mounted on the high pressure
compressor stator case at the 2 and 8 o’clock positions.
Linear Variable Differential Transformer (LVDT)
Each actuator contains one independent LVDTs for position indication. Each
LVDT consists of three windings: one excitation and two secondary. Excitation
is provided by the electronic control unit.
The ECU compares the feedback signal to the scheduled value and modulates
the control signal sent to HMU torque motor to maintain the VSV actuator
position in agreement with the schedule.
FOR TRAINING PURPOSES ONLY!

Maintenance
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Technical Training A320 Family 75-32

R/H VSV
ACTUATOR

ACTUATION
RING

BELLCRANK
ASSEMBLY
FOR TRAINING PURPOSES ONLY!

L/H VSV
ACTUATOR

VSV Actuation System

Maintenance
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NACELLE COMPARTMENT AND Technical Training CFM56−5A
Manual
Technical
ACCESSORY Training
COOLING A320 Family 75-25

75−251ACELLE COMPARTMENT AND ACCESSORY COOLING

NACELLE COOLING DESCRIPTION
General
The nacelle installation is designed to provide cooling and ventilation air for
engine accessories mounted along the fan and core casing. The nacelle is
divided in three major areas:
 Engine Air Inlet
 Fan Compartment
 Core Compartment

Function
The function of the nacelle components are:
− Sufficient airflow to offset the effects of engine case heat rejection and
engine flange air leakage, thereby maintaining an acceptable
compartment temperature level
− Cooling of temperature critical components
− Cowling pressure load limiting in the event of pneumatic duct failures
− Ventilation of compartment during engine shutdown
− Ventilation of combustible fluid vapors to prelude fires
FOR TRAINING PURPOSES ONLY!

Maintenance
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Manual
Technical
ACCESSORY Training
COOLING A320 Family 75-25
FOR TRAINING PURPOSES ONLY!

Nacelle Cooling
Maintenance
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Technical Training A320 Family 75-41

75−41 NACELLE TEMPERATURE INDICATING

DESCRIPTION
Purpose
A nacelle temperature probe measures core compartment temperature. It will
indicate overtemperature resulting from loose or broken air ducts or from loose
flanges, worn VSV bushings etc.

Indication
The nacelle temperature indicating system is composed of a probe and an
indicator on the ECAM. The nacelle temperature probe has a measurement
range of −55 °C to 300 °C.
The signal is fed to the EIU which transforms the analog information into digital
form. Then the EIU transmit the data to the ECAM system.
The screen displays both nacelle temperatures if at least one of them is above
240°C. When the value reaches 240 °C the indication flashes (green advisory).
During engine starting, this parameter is replaced by the starter shutoff valve
position, the bleed air pressure indication and the selected ignitor.
FOR TRAINING PURPOSES ONLY!

Maintenance
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NACELLE TEMPERATURE INDICATING Technical Training CFM56−5A
Manual
Technical Training A320 Family 75-41

STA593/RIB1
NAC
240 130

NACELLE TEMPERATURE
SENSOR

ENGINE SYSTEM PAGE

FOR TRAINING PURPOSES ONLY!

VIA DMC
NACELLE TEMP SENSOR

ENGINE FLIGHT
INTERFACE WARNING
UNIT COMPUTER

Nacelle Temperature Indicating

Maintenance
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ATA 75 - Air
CFM56-5B (Differences)

Maintenance Course B1 / B2 11/2013

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ATA 75-00 AIR - GENERAL

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

 LPTACC (Low Pressure Turbine Active Clearance Control)

 high energy igniter harness cooling air
 engine customer bleed air
 ECU cooling

Maintenance
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PRIMARY AIR FLOW FAN AIR ( FROM SCOOP ) LPTCC

VALVE
RACSB SB
FAN AIR FLOW VALVE
STG 5 STG 9
HPTCC
VALVE
ECU COOLING STG 4 STG 9
LPT COOLING
AIR INLET
FOR TRAINING PURPOSES ONLY!

CUSTOMER BLEED
5TH STAGE
CUSTOMER BLEED CORE COMPARTMENT
9TH STAGE

Engine Air System Schematic

Maintenance
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75−20 COOLING

ACTIVE CLEARANCE CONTROL AND TRANSIENT BLEED DESCRIPTION

There are three systems independently controlled by the ECU and actuated
from the HMU, which give to the engine clearance adjustment and transient
bleed.
The clearance between the blade tips and the casings is actively controlled in
order to optimize engine performance using cooling air to shrink the LP and HP
turbine casings.

HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL

The High Pressure Turbine Active Clearance Control (HPTACC) system uses
stage 4 and stage 9 HPC air to heat or cool the High Pressure Turbine (HPT)
shroud support structure.
The ECU monitors the shroud support structure temperature using the T case
sensor.
LOW PRESSURE ACTIVE CLEARANCE CONTROL SYSTEM
The Low Pressure Turbine Active Clearance Control (LPTACC) system uses
fan air for external case cooling of the Low Pressure Turbine (LPT).
TRANSIENT BLEED VALVE SYSTEM
The Transient Bleed Valve (TBV) improves the compressor stall margin during
transient and start conditions. The TBV unloads the HPC by discharging stage
9 HPC air in the LPT cavity.
FOR TRAINING PURPOSES ONLY!

Maintenance
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FOR TRAINING PURPOSES ONLY!

Active Clearance Control And Transient Bleed

Maintenance
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HIGH PRESSURE TURBINE CLEARANCE CONTROL

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
between the turbine rotor and shroud and reduces compressor load during actuator 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
The HPTCC valve is located on the engine core section at the 3 o’clock thermally insulated manifold to the HPT shroud support, at the 6 and 12 o’clock
position. 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 A drain port on the valve directs any fuel leaks towards the draining system.
account the engine operating range and establish a schedule.
Component Description
To control the temperature of the shroud at the desired level, the ECU
calculates 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.
FOR TRAINING PURPOSES ONLY!

Maintenance
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9th STAGE
9th STAGE INLET
LVDT
4th/9th STAGE
CONNECTORS
OUTLET

4th STAGE
INLET

TCC SUPPLY PORT CHANNEL A

DRAIN PORT

DISCHARGE
MANIFOLD
FOR TRAINING PURPOSES ONLY!

HPTCC VALVE FWD

4th STAGE

PCR SUPPLY PORT CHANNEL B

HPTCC System Location
Maintenance
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HPT ACTIVE CLEARANCE CONTROL

System Description
The HPTACC system regulates the HP turbine shroud support structure The HPTACC actuator drives the butterfly valves to different positions, as
temperature by means of valves controlled by the HMU (Hydromechanical follows:
Unit).
The HPTACC Valve has integrated dual butterfly valves driven by a single fuel ACTUATOR 4TH STAGE 9TH STAGE
MODE
powered actuator. STROKE BUTTERFLY BUTTERFLY
Fuel pressure is distributed in accordance with electrical signals sent by the
ECU (Electronic Control Unit). 0%
NO AIR CLOSED CLOSED
One butterfly valve controls the flow from the fourth stage compressor bleed 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 37 - 100% MIXED INTERMEDIATE INTERMEDIATE

The HPTACC (High Pressure Turbine Active Clearance Control) system uses
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 :
 maximize turbine efficiency during cruise, Butterfly Valves Positions
 minimize the peak EGT (Exhaust Gas Temperature) during throttle burst.
T-case
The HPTACC valve also discharges ninth stage air to unload the HP (High
The T-case sensor measures the HPT (High Pressure Turbine) shroud support
Pressure) compressor on engine start.
temperature.
Two Linear Variable Differential Transducers connected to the actuator and
one thermocouple located on the right hand side of the HP turbine shroud The temperature value is used by the ECU in the HPT Clearance Control
support structure provide feedback signals to the ECU. system logic.
FOR TRAINING PURPOSES ONLY!

lt is installed on the combustion case at the 3 o’clock position, and consists of :

Control  a housing, which provides a mounting flange and an electrical connector.
In accordance with various parameters such as N2 and T3, the ECU sends  a sensing element, fitted inside the housing and in contact with the shroud
electrical signals to the torque motor within the HMU to move the HPTACC support.
valves.
When the engine is shut down the valves move to a failsafe closed position. NOTE: The probe is spring−loaded to ensure permanent contact with the
shroud support.
On engine start the HPTACC valve moves to the ninth stage bleed position
which unloads the compressor to improve engine acceleration.
Above ground idle the position of the valves is determined by the closed loop
shroud temperature control.

Maintenance
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T3
HMU HYDRAULIC ECU N2
T CASE THERMOCOUPLE
POWER
FEEDBACK

HPTACC DISCHARGE AIR

HPTACC

4TH STAGE AIR

9TH STAGE AIR
FOR TRAINING PURPOSES ONLY!

HPTACC Airflow Schematic

Maintenance
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LOW PRESS. TURB. CLEARANCE CTRL SYST. OPERATION

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 The actuator system of the butterfly valve uses fuel pressure signals from the
order to control the LPT rotor to stator clearances. 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
The LPTCC system is a closed loop system, which regulates the cooling electrical signals/commands from the ECU.
airflow sent to the LPT case, through a valve and a manifold.
Valve Feedback
The LPTCC valve is located on the engine core section between the 4 and 5
o’clock positions. A feedback of the different positions of the butterfly valve is supplied constantly
to the ECU through the RVDT sensor electrical connectors. Under control of
The LPTCC system consists of:
the PCR pressure applied at one end of the actuator and a PC/PB modulated
 an air scoop 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
 an air distribution manifold. regulates the amount of fan discharge air required to cool the turbine as a
function of the engine power demand (engine rating). The PCR pressure is
 six LPT case cooling tubes.
always between the PC and PB pressures. The only action that can displace
The purpose of the LPTACC (LPT Active Clearance Control System) is to the actuator piston is the PCR−PC or PCR−PB differential pressure.
control the thermal expansion of the low pressure turbine case during engine
operation in order to: During an acceleration of the engine:
 optimize the LPT rotor−to−stator (blade tip) radial clearances  A PB signal is sent to the CCV (Clearance Control Valve) by the HMU.
 and thus get the best performance from the LPT at all engine ratings  This pressure signal moves the actuator piston and rod toward the OPEN
To achieve these requirements the system: position of the butterfly valve.
 scoops a controlled amount of fan discharge air, During a deceleration of the engine:
 flows it through a dedicated system of ducting, control valve, manifolds and  A PC signal is sent to CCV by the HMU.
tubes arrangement.  This pressure signal moves the actuator piston and rod toward the CLOSED
Component Description position of the butterfly valve.
FOR TRAINING PURPOSES ONLY!

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

Maintenance
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RVDT
SENSOR

FAN DISCHARGE
AIR INLET

ELECTRICAL
CONNECTOR
FOR TRAINING PURPOSES ONLY!

AIR
OUTLET

DRAIN
NIPPLE FUEL INLET
PLATE
 Valve Schematic
Maintenance
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ROTOR ACTIVE CLERANCE CONTROL

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.
FOR TRAINING PURPOSES ONLY!

Maintenance
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5TH STAGE 9TH STAGE

BLEED BLEED RACCSB
DUCT DUCT VALVE
FOR TRAINING PURPOSES ONLY!

9TH STAGE
START BLEED
AIR

5TH STAGE
ROTOR
COOLING AIR

RACCSB Bleed Valve

Maintenance
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General ConWrol
The CFM56−5B engine RAC (Rotor Active Clearance) and SB (Start Bleed) The ECU sends electrical signals to the torque motor within the HMU to move
control system uses HPC (High Pressure Compressor) air from stage 5 to the RACSB actuator through the servo valve.
control compressor clearance at altitude, and stage 9 HPC bleed air to unload The RACC actuator drives the butterfly valves.
the compressor during starts and accelerations. The function of the RAC
The RACC demand schedule controls the valves as follows :
system is to improve compressor efficiency during cruise and the function of
the SB system is to improve stall margin during engine starting and On engine start the RACSB valve moves to the ninth stage bleed position
acceleration. which unloads the compressor to improve engine acceleration.
At steady speeds, above idle and at low altitude, the RACSB valves are in the
System Description no air position.
The RACSB is an open loop system. The RAC control system ducts 5th stage At high altitude the RACSB valve bleeds fifth stage air to heat the HP
compressor bleed air to the HPC bore cavity. The 5th stage air causes the compressor bore, which reduces compressor clearances and improves
rotor to expand and reduces HPC clearances. The increased efficiency of the compressor efficiency.
HPC results in lower fuel consumption.
When the engine is shut down the valves move to the failsafe closed position.
The SB function is used during engine starting and acceleration from low
speed. During transients, the 9th stage bleed increases engine stall margin. ACTUATOR 5TH STAGE 9TH STAGE
STROKE MODE BUTTERFLY
BUTTERFLY
On engine start, the RACSB valve moves to a 9th stage bleed position which
unloads the HPC to improve engine acceleration.
At steady speeds above idle, at low altitudes, the RACSB valve is in the no air 0% NO AIR CLOSED CLOSED
position. At high altitudes, the RACSB valve bleeds 5th stage air to heat the FAILSAFE
HPC bore which tightens compressor clearances and improves compressor
efficiency. When the engine is shut down, the valve extends to a failsafe no air
position. TRANSIENT
27% BLEED CLOSED FULLY OPEN
According to various parameters such as P0,N2,M0 and T3, a redundant
START BLEED
demand schedule from the ECU (Electronic Control Unit) controls the RACSB
(Rotor Active Clearance Control and Start Bleed) system.
The Rotor Active Clearance Control and Start Bleed valve has integrated dual
butterfly valves controlled by the HMU (Hydro Mechanical Unit) and driven by a 68,5% NO AIR CLOSED CLOSED
FOR TRAINING PURPOSES ONLY!

single fuel powered actuator.

One butterfly valve controls the flow from the fifth stage air compressor bleed
to the HP (High Pressure) compressor bore cavity.
ROTOR ACTIVE
The other butterfly valve controls the flow of the ninth stage compressor bleed 68,5 - 100% INTERMEDIATE CLOSED
CLEARANCE
to the LP (Low Pressure) turbine cavity.
Position feedback to the ECU is provided by a dual channel Linear Variable
Digital Transducer attached on the actuator. RACSB Valves Positions

Maintenance
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9TH STAGE
5TH STAGE
INLET
INLET

BEARING NO. 3
COMPARTMENT
5TH 9TH
STAGE STAGE

ÍÍÍÍ
ÍÍÍÍ
RACSB
RACSB
VALVE
VALVE LVDT CH A
PCR/PC
PCR OR
PCR/PB
VALVE HMU FLOW
POSITION PCR SUPPLY DRAIN
FEEDBACK ELECTRICAL PORT PORT
FOR TRAINING PURPOSES ONLY!

SIGNAL
ECU LVDT CH B

PRACC SUPPLY
PORT

Figure 226 RACSB System Schematic

Maintenance
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TRANSIENT BLEED VALVE COMPONENT DESCRIPTION

The TBV (transient bleed valve) system controls the quantity of the HPC (high The TBV is a butterfly valve that operates with servo fuel pressure. It has
pressure compressor) 9th stage bleed air that goes into the stage 1 LPT (low two positions: open or closed. It has these parts:
pressure turbine) 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)
 TBV valve
− Thermal shield
 TBV manifold.
− Fuel manifold mount flange.
TBV — COMPONENT LOCATION  TBV manifold (7:00 position).
These TBV (transient bleed valve) system components are on the HPC (high You open the two fan duct cowls and thrust reverser cowls to get access to the
pressure compressor) case: TBV system components.
 Transient bleed valve (6:00 position)

TBV
FOR TRAINING PURPOSES ONLY!

TBV Schematic
Maintenance
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20

30

A
FOR TRAINING PURPOSES ONLY!

TRANSIENT
BLEED
10 VALVE

DETAIL A

Transient Bleed Valve

Maintenance
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ATA 30 - Engine Air Intake Ice Protection

Maintenance Course B1 / B2 11/2013

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ATA 30-21 ENGINE AIR INTAKE ICE PROTECTION

GENERAL INTRODUCTION
General
The ice protection system of the engine air intakes is normally selected only in
icing conditions.
Ice protection heats the intake cowls with air bled from the engine compressor.
The function of the ice protection of the engine air intakes is to supply bleed air
to heat the inlet lip during icing encounters. This maintains the inlet duct of the
engine free of harmful accumulation of ice.
The air bled from the fifth stage of the high compressor is the heat source. The
anti ice shutoff valve provides the on−off control. The swirl nozzle distributes
the air within the leading edge of the intake cowl. The spent air exhausts via a
flush duct in the aft cavity of the intake cowl.

Source
Air is bled from high pressure compressor 5th stage of each engine.

Function
For each engine, hot bleed air is controlled by an OPEN/CLOSED valve. In the
absence of air pressure, the valve is spring−loaded to the closed position. With
air pressure available and solenoid energized, the valve closes. In case of loss
of electrical power supply, the valve is fully open provided engine bleed air
pressure is high enough.
For each engine, the OPEN/CLOSED valve is controlled by a P/BSW located
on the ANTI ICE section of the overhead panel. When the engine anti−ice
valve is open, the cabin Zone Controller (classic A/C) or Air Conditioning
FOR TRAINING PURPOSES ONLY!

System Controller (enhanced A/C) determines the bleed demand for the Full
Authority Digital Engine Control (FADEC) system.
This decreases the N1 limit relative to the ambient conditions, the engine
operating conditions and the load of the anti ice bleed.
Indication
If at least one of the two engine air intake anti−ice protection systems is
selected ON, a message appears in green on the upper ECAM MEMO display.

Maintenance
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Technical Training A320 Family 30−21

ANTI-ICED
AREA

FAULT FAULT
ON ON

ANTI-ICE DE-ENERGIZED
AIR AIR
OUTLET „OPEN“
AIR
CONDITIONING ZONE FULL AUTHORITY
SYSTEM CONTROLLER DIGITAL ENGINE CONTROL
CONTROLLER (ZC) (FADEC)
(ACSC) (CLASSIC)
1 (ENHANCED) OPEN SIGNAL
2 ANTI ICE
VALVE NOT OPEN VALVE
VALVE NOT CLOSED
SYSTEM DATA ENGINE 1/2
ACQUISITION ANTI ICE P/B ON
CONCENTRATOR ENGINE 1/2
(SDAC) VALVE FAULT
FOR TRAINING PURPOSES ONLY!

1
2
CFM 56

Engine Air Intake Ice Protection System

Maintenance
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OPERATION/CONTROL AND INDICATING DESCRIPTION

GENERAL  If the ON legend is on, the following failure:
The air bled from the fifth stage of the compressor passes through four duct − the anti ice valve is not fully open.
sections and a line−mounted valve of the on−off type. At the forward bulkhead It is necessary to release the ENG 1(2) pushbutton switch to extinguish
of the intake cowl, the anti ice system interfaces with the swirl nozzle in the the FAULT legend (the ON legend goes off).
intake lip. The spent air then enters the cavity of the intake cowl aft of the
If failure of the anti ice valve is detected on the ground, it is possible to
forward bulkhead: the air passes through holes in the inner cap of the bulkhead
lock the valve butterfly in either the open or closed position for the next
between the skin inner barrel and the bulkhead.
flight.
Finally, the air exhausts overboard through the flush duct in the outer barrel.
The ENG ANTI ICE ON indication is displayed in green on the MEMO page on
The airflow pressure is controlled by an anti ice valve which is of the butterfly
the lower part of the upper ECAM display unit if at least one of the two ice
type and electrically operated. The safety position of the valve is full open.
protection systems of the engine air intakes is selected on.
Q = airflow (kg/s).
When the anti ice valve is open, the information is fed to the zone controller. Central Warnings
The latter determines the configuration of the engine bleed air to control the Illumination of the FAULT legend of the ENG 1(2) pushbutton switch is
FADEC: this decreases the N1 limit relative to the ambient conditions, the accompanied by activation of the ECAM system:
engine operating conditions and the load of the anti ice bleed.
 activation of the single chime,
CONTROL AND INDICATING  flashing of the amber MASTER CAUT light,
The control and indicating components are located on the overhead panel, on  warning display on the lower part of the upper ECAM display unit.
the ANTI ICE section of panel 25VU. Two pushbutton switches designated
ENG 1 and ENG 2 are available, each associated with one engine. ANTI−ICE VALVE OVERPRESSURE INDICATOR (OPTION)
Each pushbutton switch includes two luminous legends: The anti−ice valve mechanical overpressure indicator has a release pressure
that is set by the pressure reducer piston. When the pressure is between 120
 ON (blue),
psi (8.27 bar) and 180 psi (12.41 bar) the indicator will move to the extended
 FAULT (amber). position (pop out).
When you release the pushbutton switch, the ON legend is off and the system When the overpressure indicator on the anti−ice valve is in the extended
is not selected on. When you push the pushbutton switch, the ON legend is on position there is a problem with the regulator in the valve or there is a problem
FOR TRAINING PURPOSES ONLY!

and the system is selected on. Illumination of the FAULT legend indicates: with the overpressure indicator.
 With the ON legend off, the following failure: The regulator in the valve is used to reduce the pressure inside the valve.
− the anti ice valve is not fully closed. When the pressure is reduced it extends the life of the seals of the actuator
It is necessary to push the ENG 1(2) pushbutton switch to extinguish the piston.
FAULT legend (the ON legend comes on). Failure of the regulator to reduce the actuator pressure will shorten the life of
the piston seals. If the seals are not good and the piston does not operate
correctly it can possibly cause the valve to move to the closed position. If the
valve moves to the closed position the air will not flow through the valve or the
anti−ice system.

Maintenance
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AIR CIRCUIT

AIR INLET COWL

FAULT FAULT
ON ON

AIR INLET COWL

ENERG
TO CLOSE
TEST A A A 5VAC A BRT/DIM A
5 7 FAULT 8 F FUSE 10
A A 9 A SCH22 9
202PP 7 4 ON 5
28VDC 6 UNSD 36LP
1DN2 C/B XFMR−SYS 2 SPRING VISUAL
BUS2 ANTI ICE 33−14 SCH03 LOADED
AIR POSITION
ENG 2 FLOW BUTTERFLY INDICATOR
122VU212 6 33−14
A A2
A3 A1 SCH22
NOT CLOSED
TO 1KS2 5 CLOSED SWITCH
20LP BOARD B2 73−25 SCH08 CLOSED
ANNLT TEST & INTERFACE B3 B1 4
21−63 SCH02 UNSD OPEN
7 OPEN SWITCH
C2 NOT OPEN
C3 C1 8
6
D2
D3 D1 UNSD POWER TO CLOSE 3
A A
1
UNSD
2DN2 P/BSW− 2
ANTI ICE/ENG 2 A
25VU210
ENGINE AIR INTAKE
ANTI ICE VALVE
(4000DN)
AD ENG 2 ANTI−ICE
2E
AD VALVE FAULT
FOR TRAINING PURPOSES ONLY!

ENG 2 ANTI−ICE AD
P/B ON 9J
AD

SDAC 1 (1WV1)

AD ENG 2 ANTI−ICE
2E
AD VALVE FAULT

ENG 2 ANTI−ICE AD
P/B ON 9J
AD

SDAC 2 (1WV2)

Control Schematic
Maintenance
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MAINTENANCE PRACTICES
Engine Air Intake Anti Ice Valve Deactivation
WARNING: BE CAREFUL WHEN YOU WORK ON THE ENGINE
COMPONENTS IMMEDIATELY AFTER THE ENGINE IS
SHUTDOWN. THE ENGINE COMPONENTS CAN STAY HOT
FOR UP TO ONE HOUR.

 Lock the intake anti−ice valve in the open or the closed position
 Remove the lock−pin from the transportation hole in the valve
 Use an applicable wrench on the nut and move the valve to the necessary
position (open or closed)
 Hold the valve in the necessary position and install the lock−pin in to the
valve locking hole
FOR TRAINING PURPOSES ONLY!

Maintenance
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MANUAL OVERRIDE
REMOVE STOWED
PIN - ROTATE TO
DESIRED POSITION
INSTALL PIN IN
LOCKED POSITION

CL LOCK
OP
4000DN
STOW

OVERPRESSURE
INDICATOR
(OPTION)

ELECTRICAL CONNECTOR PRESSURE REDUCER

PILOT VALVE SOLENOID

FOR TRAINING PURPOSES ONLY!

ACTUATOR

SERVO PORT
OUTLET PORT (OPTIONAL)

BUTTERFLY SHUTOFF VALVE

FLOW DIRECTION INLET PORT

Engine Nacelle Anti ice Valve

Maintenance
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ATA 74 - Ignition
ATA 80 - Starting

Maintenance Course B1 / B2 11/2013

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ATA 74-00 IGNITION - GENERAL

7
INTRODUCTION
Purpose
The ignition system is used to give an electrical spark. This spark is used to
start ignition of the fuel/air mixture in the engine. This ignition is necessary to
start the engine when the aircraft is on the ground or when the aircraft is
airborne and to keep the engine started during some flight conditions and bad
weather.
To achieve engine starting, the following sub−systems are combined:
 Starting
 Fuel
 Ignition
General
The ignition system has two independent circuits, systems A and B, consisting
of:
 High Energy Ignition Exciters (2 EA)
 Ignition Lead Assemblies (2EA)
 Spark Igniters (2EA)
The ECU controls the engine starting sequences, engine cranking options and
the ignition selection in response to aircraft command signals. The ECU is able
to perform automatic and manual engine starts. Each channel of the ECU
interfaces with the igniter systems, in order to control their operation during the
starting phases.
FOR TRAINING PURPOSES ONLY!

WARNING: WORKING ON THE ENGINE IGNITION SYSTEM COULD BE

SERIOUS DANGEROUS FOR YOUR LIFE IF YOU DO NOT
OBEY THE SAFETY PRECAUTIONS GIVEN IN THE AMM.

Maintenance
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EXCITER

IGNITER
PLUGS

ECU
FOR TRAINING PURPOSES ONLY!

Ignition System Introduction

Maintenance
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DESCRIPTION
Location
The engine is equipped with a dual ignition system, located on the right hand
side of the fan case and both sides of the core.
System A spark igniter, located on the right hand side, is connected to the
upper ignition box No.1.
System B spark igniter, located on the left hand side, is connected to the lower
ignition box No. 2.
Control and Power Supply
The ignition system receives 115 VAC/400 Hz from the aircraft, through
channels A and B of the ECU. A current is supplied to the ignition exciters and
transformed into high voltage pulses. These pulses are sent, through ignition
leads, to the tip of the ignitor plugs, producing sparks. The A/C power supply
will be automatically disconnected by the Engine Interface Unit (EIU) if:
 the Master Lever is selected OFF
 in case of Fire Emergency Procedure.
The A/C ignition power supply is fail safe to ON in case of a failed EIU.
FOR TRAINING PURPOSES ONLY!

Maintenance
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EXCITER SYS-A

EXCITER SYS-B

ECU
FOR TRAINING PURPOSES ONLY!

SPARK
IGNITER No. 1

IGNITION LEAD
ASSEMBLY No. 1

Ignition Components
Maintenance
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74−30 SWITCHING
IGNITION CONTROLS DESCRIPTION
General
The Ignition System is controlled by:
 ECU
 EIU
 Engine Master Switch
 Engine Mode Selector
 Engine Manual Start Pushbutton
Engine Mode Selector
This is a common switch for both engines and can be placed in any of the
following positions:
 CRANK
− No ignition system is supplied but an engine dry motoring is possible
 NORM
− This position is selected by the flight crew at the end of starting
sequence. In this position the FADEC is able to select continuous
ignition automatically under specific flight conditions (e.g. icing, EIU
failure, flameout detected)
 IGN/START
− This position is selected for
 Normal Starting Procedure (Automatic)
 Alternate Starting Procedure (Manual)
FOR TRAINING PURPOSES ONLY!

 Continuous Ignition after Starting Sequence

NOTE: With engine running, continuous ignition can be selected via
the ECU either manually using the rotary selector or
automatically by the Full Authority Digital Engine Control.

Maintenance
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ENGINE SYSTEM PAGE (CFM)

FOR TRAINING PURPOSES ONLY!

Ignition Controls
Maintenance
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74−20 DISTRIBUTION
IGNITION COMPONENTS DESCRIPTION
Ignition Exciters
The two Ignition Exciters are mounted on shock dampened brackets on the
outer surface of the fan case. Each Exciter has an input connector (Power
Supply) and an output connector (Ignition Lead).
 Upper Box for system A.
 Lower box for system B.
The ignition boxes transform 115VAC−400Hz into high voltage (15 to 20 KV),to
charge internal capacitors. The discharge rate is of one per second and energy
delivered is 1,5 joules.
Ignitors
The two Spark Igniters are mounted into bosses at the 4:00 and 8:00 o’clock
position on the outer surface of the combustion case. The inner tip extents
through ferrules in the outer liner of the combustion chamber.
 Right igniter for system A.
 Left igniter for system B.
 Precautions have to be taken before removal / installation
 An ignition test is available through MCDU menus to verify the ignition
circuit.

Ignition Leads
The Ignition Leads are constructed of insulated wire in a sealed flexible conduit
having a copper inner braid and a nickel outer braid. The leads connect the
FOR TRAINING PURPOSES ONLY!

Spark Igniters to the output connectors of the Ignition Exciters and transmit
electrical energy. The aft ends of the leads are cooled by booster discharge air
passing through the lead conduit.

Maintenance
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COOLING BOOSTER
AIR INLET
GROUND STRAP

R/H IGNITION
LEAD

SEALED FLEXIBLE
CONDUIT L/H IGNITION
POWER
LEAD
SUPPLY
CABLES
IGNITER
CONTACT

IGNITION
LEAD

AFT LOOKING FORWARD

FOR TRAINING PURPOSES ONLY!

COOLING
SHROUD
8:00 4:00
SPARK L/H IGNITER SYS-B R/H IGNITER SYS-A
IGNITER

Ignition System Components

Maintenance
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74−00 IGNITION GENERAL

IGNITION TEST DESCRIPTION
Ignition Test with CFDS
It is possible to perform an engine ignition test by means of the Centralized
Fault Display System via the MCDU.
NOTE: For detailed test procedure refer to AMM.
FOR TRAINING PURPOSES ONLY!

Maintenance
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STEP 1 STEP 2 115VU



 

 & 



 
 
,

 2

  
   
 

   

  & 
  &  

   2
&   
   &  
 &
  &  


 &  
   &
   & 
 
 

    


STEP 3 STEP 4



  CAUTION: In case of danger for human beings   

 &  it is possible to abort to abort ignition 
 & 
 
,

 2
 test with the RETURN push button.
 
    &  


  &  2
&   


 &  2

     &
FOR TRAINING PURPOSES ONLY!

   

 
  


CFDS Ignition Test

Maintenance
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MAINTENANCE PRACTICES
Ignition Test without CFDS
NOTE: For detailed test procedure refer to AMM.

During the test, an aural check of the ignitor plug operation has to be done.
WARNING: MAKE SURE THAT THERE IS ZERO PSI PRESSURE AT THE
STARTER AIR VALVE INLET BEFORE YOU PUSH THE
MANUAL START PUSHBUTTON TO ON. READ THE
PRESSURE ON THE ECAM ENGINE SYSTEM DISPLAY.

Starter Air Valve Position

Bleed Pressure

Selected Ignition System A and B during continuous ignition

FOR TRAINING PURPOSES ONLY!

Maintenance
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22VU

 Check Air Pressure at Starter Air Valve 0 PSI

 Engine Mode Selector IGN/START

 Manual Start Pushbutton ON

 Master Lever ON

 Ignition A & B CHECK ON

115VU
FOR TRAINING PURPOSES ONLY!

Ignition Test without CFDS

Maintenance
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ATA 80-00 STARTING - GENERAL

INTRODUCTION
8
The Starting System operates in conjunction with the Ignition
and Fuel System it mainly consists of the following components:
 Starter Air Valve
 Air Starter
 Ignition Exciters
 Spark Igniters
FOR TRAINING PURPOSES ONLY!

Maintenance
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AIR DUCTS

STARTER AIR VALVE

EXCITER SYS-A

EXCITER SYS-B

ECU
FOR TRAINING PURPOSES ONLY!

SPARK
IGNITER No. 1
STARTER

IGNITION LEAD
ASSEMBLY No. 1

Starting Components
Maintenance
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DESCRIPTION
Purpose
The FADEC is able to control engine starting, cranking and ignition, using
aircraft control data. Starting can be performed either in Manual Mode, or
Automatic Mode. For this purpose, the ECU is able to command:
 opening and closing of the Starter Air Valve (SAV)
 positioning of the Fuel Metering Valve (FMV)
 energizing of the ignitors
lt also detects abnormal operation and delivers specific messages.

Flight Deck Controls

Starting is initiated from the following cockpit control panels:
 The engine control panel on the central pedestal, which has a single Rotary
Mode Selector for both engines and two Master Levers, one for each engine
 The Engine Manual Start Pushbutton on the overhead panel, one for each
engine. The Engine/Warning Display and Engine System Display on the
upper and lower ECAM, where starting data and messages are displayed.

The Engine Control Unit (ECU) controls and monitors the start sequence either
in automatic or manual mode. The ECU is able to abort the automatic start
sequence in case of an incident:
 Start Valve Failure,
 Ignition Failure,
 HP Fuel Shut Off Valve Failure,
 High EGT,
FOR TRAINING PURPOSES ONLY!

 Engine Stall.

Maintenance
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UPPER ECAM EIU

LOWER ECAM

ECU
FOR TRAINING PURPOSES ONLY!

Ignition System Schematic

Maintenance
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Operation Starter Valve Manual Operation
The starting system of the engine utilizes pressurized air to drive a turbine at CAUTION: DO NOT OPERATE THE MANUAL HANDLE OF THE
high speed. This turbine drives the engine high pressure rotor through a PNEUMATIC STARTER VALVE, IF THE STARTER SYSTEM IS
reduction gear and the engine accessory drive system. The air which is NOT PRESSURIZED. IF NOT DAMAGE TO THE PNEUMATIC
necessary to drive the starter comes from: STARTER VALVE CAN OCCUR.
 APU
WARNING: TAKE CARE WHEN OPERATING THE STARTER SHUTOFF
 Opposite Engine VALVE WITH ENGINE RUNNING. OBEY TO SAFETY
 Ground Power Unit PRECAUTIONS.
The starter supply is controlled by a starter shut−off valve (SOV) which is Supply starter air and get access to the Starter Air Valve through access panel
pneumatically operated and electrically controlled. In case of failure, the SOV 438CR (448CR).
can be operated by hand. The starter valve closes when the N2 speed reaches Operate the corresponding starter air valve by using the Manual Override
50%. The starter centrifugal clutch disengages when N2 speed is higher than Handle.
50%. Engine starting is controlled from the ENG start panel 115VU located on
At approximately 50% N2 close the Starter Air Valve by using the Manual
center pedestal and engine MAN START P/B on the overhead panel.
Override Handle.
Indication Install a warning notice in flight compartment indicating that pneumatic starter
The position of the Starter Air Valve and the present starter duct pressure is valve system is inoperative and make an entry in the log book.
displayed on the Engine System Display.
FOR TRAINING PURPOSES ONLY!

Maintenance
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IGNITION SPARK IGNITER

LEAD

IGNITION EXCITER
115VAC
ECU

APU
AIR GROUND
SUPPLY CART
FROM OTHER
ENGINE

AIR STARTER
A MAN
IGN
OVRD
FOR TRAINING PURPOSES ONLY!

34 PSI
TAT +25 °C
SAT +25 °C 13 H

(ENGINE ECAM PAGE) STARTER

EIS AIR
VALVE

Starting System Operation

Maintenance
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Manual
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COMPONENT DESCRIPTION
AIR STARTER
The starter is installed on the aft side of the accessory gearbox, in the
right−hand position (aft looking forward). The starter is filled with oil to lubricate
the gears inside. It is equipped with a fill plug, an overflow port and a magnetic
drain plug.

Starter Limits
Four times 2 minutes operation in between 20 seconds off
thereafter 15 minutes cooling
sequence may be repeated
STARTER AIR VALVE
The starter air valve is electrical controlled by a solenoid and pneumatic
operated. It will open when the solenoid is energized (28VDC) and air pressure
is available.
The valve is equipped with an manual override handle which aligns with
markings on the valve to provide an external indication of butterfly position.

Position Switch Operation

The normally open redundant electrical position switches are actuated by the
closing end of the actuator to provide remote indication when the butterfly is in
any position except closed. Redundant solenoid
The solenoid has two independent coils, whether which one is energized, the
valve will open.
FOR TRAINING PURPOSES ONLY!

Maintenance
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AIR DUCT

V-CLAMP

O-RING
SEAL
FAN FRAME

STARTER
AIR DUCT

V-CLAMP

AGB
V-CLAMP

INDEXING
SLOT OIL FILLER PLUG
AIR
EXHAUST

MANUAL ELECTRICAL
OVRD CONNECTORS
OUTPUT
FOR TRAINING PURPOSES ONLY!

AGB SHAFT
V-CLAMP AIR INLET
PNEUMATIC O-RING
STARTER

MAGNETIC
DRAIN PLUG

OVERFLOW PLUG

Starting System Components

Maintenance
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Technical Training A320 Family 80-10

80−10 CRANKING

DESCRIPTION
Dry Cranking
Requirement
A dry motoring of the engine will be needed when it is necessary to eliminate
any fuel accumulated in the combustion chamber or a leak check of engine
systems is needed.
To perform this operation, the starter is engaged and the engine is motored but
the HP fuel shut off valve remains closed and both ignition systems are OFF.
An engine dry motoring can be performed for a maximum of three consecutive
cycles (4 of 2 minutes with a cooling period of 20 seconds between each cycle
or one extended cycle of 15 minutes).
After three cycles or 4 minutes of continuous cranking, stop for a cooling period
of 30 minutes.

Automatic Dry Cranking

An automatic selection of dry cranking is accomplished when the starting
sequence is aborted by the FADEC. This can be interrupted at any time by
placing the Engine Master Switch in OFF position.
FOR TRAINING PURPOSES ONLY!

Maintenance
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PACKS OFF

CB HP FUEL SOV PULL

(LP Fuel SOV opens, ECAM Warning)

ENGINE MODE SELECTOR CRANK

ECAM Engine Start Page appears

CHECK STARTER AIR PRESSURE MIN: 25 PSI

MAN START P/B ON

Starter Air Valve opens

ECAM INDICATIONS CHECK

N1, N2 and Oil Pressure increase

AFTER MAX. 2 MIN. MAN START P/B SW RELEASE

Starter Air Valve closes, ECAM Ind. decrease
FOR TRAINING PURPOSES ONLY!

ENGINE MODE SELECTOR NORM

ECAM Engine Start Page disappears

CB HP FUEL SOV CLOSED

LP Fuel SOV closes

Dry Cranking Procedure

Maintenance
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Wet Cranking
A wet motoring will be needed when the integrity of the fuel system has to be
checked.
If such a test is performed, both ignition systems are off and the starter is
engaged to raise N2 up to the required speed of 20%. The MASTER control
switch is moved to ON and the exhaust nozzle of the engine carefully
monitored to detect any trace of fuel.
The wet motoring can be performed for a maximum of 4 consecutive cycles (4
of 2 minutes with a cooling period of 20 seconds between each cycles).
In all cases, the MASTER control switch will be returned to OFF and the starter
is reengaged automatically at 20% N2 and a engine motoring must be at least
done for 60 seconds to eliminate entrapped fuel or vapor.
FOR TRAINING PURPOSES ONLY!

Maintenance
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IGNITION SYSTEM CBs PULLED

FUEL BOOST PUMPS ON

Fuel Boost Pump starts to run
ENGINE MODE SELECTOR CRANK
ECAM Engine Start Page appears
CHECK STARTER AIR PRESSURE MIN. 25 PSI
MAN START P/B ON
Starter Air Valve opens
ECAM INDICATIONS CHECK
N1, N2 and Oil Pressure increase
N2 > 20% ENGINE MASTER SWITCH ON
Fuel Flow Indication increases
AFTER 10−20 SECS. ENG MSW OFF
Fuel Flow Indication decreases
Starter Air Valve closes

At 20% N2 the ECU reengages the starter

and performs an AUTO DRY MOTORING.

After 60 seconds:
FOR TRAINING PURPOSES ONLY!

MANUAL START P/B OFF

Starter Air Valve closes, Indications decrease
ENGINE MODE SELECTOR NORM
ECAM Engine Start Page disappears
FUEL PUMPS OFF
IGNITION CBs CLOSED

Wet Cranking Procedure

Maintenance
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AUTO AND MANUAL START FUNCTION

AUTOMATIC START
The ECU fully controls the automatic start procedure of an engine till reaching Starter Air Pressure below 20 PSI
50% N2. The ECU protects the engine up to 50% N2 in case a Hot start, Hung If the acceleration is below the threshold and a stall or overtemperature is
start, stall or ignition fault occurs. The oil pressure is not monitored by the ECU indicated, the start will be automatically aborted if in auto start mode.
during engine start. This must be done by the operator who starts the engine.
The fuel will not be turned on if the starter air pressure is too low to motor the
NOTE: There must be a positive oil pressure indication before the engine core to 22 percent N2, the start will be automatically aborted if in auto start
reaches a stabilized ground idle. mode.

Unsatisfactory Starts during Auto Start Sequence Hung Start during Auto Start
The Auto Start system has equipment that collects input on problems. The If engine acceleration ceases and there has been no reduction in the
equipment will automatically resequence the applicable control circuit to correct acceleration fuel schedule and there is no stall or overtemperature indication,
the unsatisfactory condition. Usually, the FADEC system is resequenced after the start will be automatically aborted if limits are exceeded.
a total of 4 cycles. If the problem is not corrected after resequencing, the If engine acceleration ceases and there has been a previous reduction in the
applicable diagnostic indications will be shown on the flight deck screen. acceleration fuel schedule and there is no stall or overtemperature indication,
FADEC will automatically increase the acceleration fuel schedule to accomplish
Stall or Overtemperature
acceleration to idle.
For either a stall or an overtemperature, the FADEC system will do the items
The FADEC system is resequenced after a total of 4 cycles. If the problem is
that follow:
not corrected after resequencing, the applicable diagnostic indications will be
 Fuel is shut off for 7 seconds. shown on the flight deck screen.
 Starter and ignition stay ON.
Ignition Fault
 At the end of the 7 seconds, the fuel is turned back on but, the fuel
schedule is reduced 7 percent. If the engine light off does not occur within 18 sec, the FADEC system
automatically turns off the ignition, shuts the fuel flow and dry motors the engine
 If another stall or overtemperature occurs, the FADEC system repeats the
for 30 sec.
sequence and reduces the fuel schedule by 7% more. The total amount that
the fuel schedule has been reduced at this point is 14 percent. Twenty five seconds into the dry motoring period, the FADEC system energizes
both igniters and at 30 sec, turns fuel flowback on.
 If a stall or overtemperature occurs a third time, the FADEC system will
FOR TRAINING PURPOSES ONLY!

repeat the sequence and reduce the fuel schedule by 7 percent more. The If on this second engine start attempt there is no light off within 13 sec, the
total amount that the fuel schedule has been reduced at this point is 21%. FADEC system automatically turns off both igniters, shut off the fuel flow and
 If a stall or overtemperature occurs a fourth time, the start will automatically turns the starter for 30 sec. to dry motor the engine. This will result in a start
be aborted and the applicable message will be indicated on the flight deck abort indication on the upper ECAM.
screen.

Maintenance
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ENG Mode Selector IGN/START

ENG 2 Master Switch ON

 Starter Valve opens
 Ignition ON at 16% N2
 Fuel ON at 22% N2
 SAV closes at 50% N2
 Ignition OFF

ENG 1 Master Switch ON

 Starter Valve opens
 Ignition ON at 16% N2
 Fuel ON at 22% N2
 SAV closes at 50% N2
 Ignition OFF
FOR TRAINING PURPOSES ONLY!

ENG Mode Selector NORM

when ENG stabilized at IDLE

Automatic Start
Maintenance
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MANUAL START
The manual start mode limits the authority of the ECU so that the pilot can
sequence the starter, ignition and fuel on/off manually. This includes the ability
to dry crank or wet crank.
Pushing the manual start push button off during dry cranking closes the starter
air valve and during wet cranking closes both the starter air and fuel shut off
valves. The ECU continues to provide fault indications to the cockpit.
However, during manual operation, the ECU abort feature is disabled and
conventional monitoring of the start parameters is required.
The manual start procedure commences when the mode selector is set to
IGN/START. The manual start pushbutton switch is set to ON and the master
switch is OFF. The starter air valve is then commanded open by the ECU.
When the master switch is turned ON during a manual start, both ignitors are
energized and fuel is turned on.
Intermittent mode selector position has no effect on the manual start sequence
once the manual start procedure is initiated.
The starter air valve can be closed by selecting the manual start push button
switch OFF at any time prior to turning the master switch ON.
Once the master switch is turned ON, the manual start push button switch has
no effect on the start.
When the master switch is turned OFF, the control commands the HP fuel
valve and LP-Fuel valve closed, the starter air valve closed and the ignitors off.
FOR TRAINING PURPOSES ONLY!

Maintenance
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ENG Mode Selector IGN/START

ENG MAN Start P/B ON

Starter Air VAlve opens

N2 > 20% Master Switch ON

 Ignition ON
 Fuel On
 at 50% N2 Starter Valve opens
 Ignition OFF

Start the 2nd Engine

FOR TRAINING PURPOSES ONLY!

ENG Mode Selector NORM

when ENG stabilized at IDLE

Manual Start
Maintenance
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Technical Training A320 Family

ATA 78 - Exhaust

Maintenance Course B1 / B2 11/2013

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ATA 78(XHAUST*(1(5$/
EXHAUST
7 GENERAL DESCRIPTION

GENERAL HOT EXHAUST

Part of the air absorbed by the fan is directly evacuated to the outside; the The hot exhaust consists of a center body and a conical primary nozzle. The
remaining part is directed to the engine combustion chamber and burnt gases nozzle directs the primary exhaust gas aft and regulates the gas stream flow.
are ejected through an exhaust nozzle.
Core Nozzle (or Primary Nozzle)
The engine exhaust section directs fan discharge air for either normal or
reverse thrust operation. In forward thrust mode, fan air flow and burnt gases The primary nozzle is composed of:
are evacuated directly at the back.  a forward flange for attachement to the engine outer primary exhaust frame
Each engine is equipped with a reverser system which reverses cold fan air by (A6 flange) with 16 bolts,
means of blocker doors, integrated in the short nacelle body. The blocker doors  a conventional stiffened sheet metal inner and outer skin,
turn the engine airflow forward and provide a braking effect for the aircraft on  and a forward bulkhead.
the ground. A spring seal is attached to the outer barrel which interfaces with the pylon.
NOTE: Thrust reverser can be operated only on the ground. The outer barrels are of skin and frame construction. The primary nozzle
structural assembly is a riveted conventional sheet metal structure.
Description
The exhaust system consists of a primary nozzle for hot exhaust and a fan Centerbody
nozzle which incorporates the thrust reverser system. The centerbody is composed of:
 a forward flange for attachment to the engine inner primary exhaust frame
FAN NOZZLE (A7 flange) with 16 bolts and,
The fan nozzle forms a part of the nacelle and provides an annulus for exit of  a stiffened sheet metal formed section with an open aft end for the engine
the fan flow. It consists of fixed cowls, with pivoting doors which form: center vent system
 a continuation of the nacelle aerodynamic line,
 the outer wall of the exhaust nozzle. THRUST REVERSER SYSTEM
The thrust reverser system uses part of engine exhaust power to provide
FOR TRAINING PURPOSES ONLY!

This outer wall contains an inner cowl forming the inner wall of the exhaust
nozzle. The fan nozzle/thrust reverser assembly is hinged to the pylon and additional aerodynamic braking during aircraft landing.
clamped to the engine fan frame. The thrust reverser system is hydraulically actuated by the hydraulic pump
mounted on the engine.
It is controlled through the FADEC (Full Authority Digital Engine Control) from
the cockpit by a lever hinged to the corresponding throttle control lever.

Maintenance
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EXHAUST GENERAL
HOT EXHAUST

CENTERBODY

CORE NOZZLE

CENTERBODY ENGINE
AIR PRIMARY ATTACH RINGS
INTAKE FAN FAN
COWL REVERSER NOZZLE
COWL
FOR TRAINING PURPOSES ONLY!

THRUST REVERSER
PIVOTING DOORS

Exhaust Overview
Maintenance
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78−307HRUST REVERSER
INTRODUCTION
General
Thrust reverse is achieved by reversing the direction of the fan airflow using
four pivoting blocker doors.
Each door is operated by a hydraulic actuator. The actuator receives fluid from
a Hydraulic Control Unit (HCU) which is controlled by the Electronic Control
Unit.
A latch mechanism maintains each blocker door in the stowed position. The
latches are hydraulically released at the beginning of the deploy sequence.
Door positions are monitored by stow and deploy switches.
FOR TRAINING PURPOSES ONLY!

Maintenance
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REVERSER STOWED

REVERSER DEPLOYED
ACTUATOR BLOCKER
DOOR

FIXED
STRUCTURE
FOR TRAINING PURPOSES ONLY!

ENGINE AIR
FLOW
INNER
BARREL

Thrust Reverser Principle

Maintenance
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COMPONENTS LOCATION
T/R Components Summary
 Hydraulic Control Unit (HCU)
 Hydraulic Actuator (4)
 Hydraulic Latch /4)
 Pivoting Doors (4)
 Stow Switches (4)
 Dual Deploy Switches (2)
 Electrical Junction Box
 Reverser Cowl (2)
 Cowl Opening Actuator (2)
 Handpump Connection (2)

Hydraulic Actuators
There are four hydraulic actuators supplied by the HCU. The Actuators are
mounted on the forward frame by a ball joint assembly support with a manual
unlocking system for maintenance. They constitute a differential doubleacting
unit. Control and feedback signals are exchanged with the engine ECU.
These hydraulic actuators have four different functions:
− to deploy doors
− to stow doors
− to assure a secondary lock in stowed position by a system of claws
− to ensure that doors rotation speed slows down at the end of the deploy
phase.
FOR TRAINING PURPOSES ONLY!

Maintenance
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ELECTRICAL
JUNCTION BOX

HYDRAULIC
CONTROL UNIT
BLOCKER DOOR

STOW SWITCH
CONNECTOR

HYDRAULIC PIVOTS AND

ACTUATOR DEPLOY SWITCH
ACCESS DOOR
(ONE FOR EACH DOOR)
FOR TRAINING PURPOSES ONLY!

GROUND HYDRAULIC
HAND PUMP
CONNECTION
DEPLOY SWITCH
CONNECTOR

Engine Thrust Reverser LRU s

Maintenance
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SYSTEM DESCRIPTION
Thrust Reverser Design Reverser Indicating
The thrust reverser system is of the aerodynamic blockage type. It consists of The actual state of the thrust reverser is shown on the ECAM warning display
4 pivoting doors which stop and redirect fan discharge airflow. Two doors are (REVerser indication in the middle of N1 dial). The signals come from the stow
installed on each ”C” duct. Thrust reverser operation is possible on ground and deploy position switches. Reverse thrust is allowed when reversers are
only. deployed.

Hydraulic Supply Maintenance Practice

The thrust reverser system is hydraulically supplied by the corresponding To help trouble shooting, a reverser test can be performed through the MCDU.
hydraulic pump on the engine. The thrust reverser is isolated from the hydraulic For maintenance purposes or to increase A/C dispatch, the HCU is fitted with a
supply by a Shut Off Valve. deactivation lever to deactivate the thrust reverser system. For the lock−out
procedure, four lock−out bolts should also be installed.
Reverser Actuation
WARNING: THE THRUST REVERSER SYSTEM SHOULD BE
Each door is operated by a hydraulic actuator. The actuators receive fluid from
DEACTIVATED USING THE HCU LEVER, BEFORE WORKING
the Hydraulic Control Unit (HCU) which is controlled by the Electronic Control
ON THE SYSTEM OR THE ENGINE.
Unit (ECU).
IF NOT THE THRUST REVERSER CAN ACCIDENTALLY
Two independent latch mechanisms maintain each pivoting door in the stowed OPERATE AND CAUSE SERIOUS INJURIES TO PERSONNEL
position, one inside the actuator and the second with the door latch. The door AND/OR DAMAGE TO THE REVERSER.
latches are hydraulically released in series at the beginning of the deploy
sequence.

Reverser Control
Basically the thrust reverser system is controlled through the ECU from the two
reverser latching levers located on the throttle control levers. The HCU has a
pressurizing valve and a directional valve to select deploy or stow mode.
The directional valve is operated to deploy only.
For third defence line purposes, the Spoiler Elevator Computers (SECs) have
FOR TRAINING PURPOSES ONLY!

previously opened the Shut Off Valve and the hydraulic pressure is supplied to
the HCU. Then, the Engine Interface Unit (EIU) permits reverser deployment
by energization of the inhibition relay, so the directional valve can be opened by
the ECU. To command the thrust reverser, the ECU needs an ”A/C on ground”
signal supplied by the Landing Gear Control and Interface Units (LGCIUs).

Maintenance
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THROTTLE STOW SWITCH (4X) DUAL DEPLOY

CONTROL LEVER SWITCH (X2)

REV LATCHING
LEVER

REV ELECTRONIC
CONTROL
UNIT

3
2 2 ACTUATOR FAN PIVOTING
SEC 1 LGCIU 1 AIR DOOR (4X)

INHIBITION
REL$Y
EIU 1
PRESSURIZING
CFDIU VALVE ENGINE CORE
REV TEST DIRECTIONAL
HYDRAULIC VALVE
RETURN

HYDRAULIC
FOR TRAINING PURPOSES ONLY!

SUPPLY

DEACTIVATION
LEVER
RELAYS

SHUTOFF VALVE DOOR LATCH

HYDRAULIC (4 IN SERIES)
CONTROL UNIT
Thrust Reverser Schematic
Maintenance
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COMPONENT DESCRIPTION
HYDRAULIC CONTROL UNIT
General Directional Valve and Directional Valve Solenoid
The purpose of the Thrust Reverser Hydraulic Control Unit is to performs the The directional valve is a three port, two position valve. Energizing the valve
following functions: solenoid opens a port allowing hydraulic pressure supply for the door latches
 to supply pressure to hydraulic system (pressurizing valve) (the HCU pressurizing valve must be opened).
 to regulate blocker doors stowing speed (flow limiter) When the last latch is supplied the hydraulic pressure return moves a piston
valve to the deploy position. Then hydraulic pressure is ported to the deploy
 to supply latches (directional valve solenoid)
side of the actuator piston.
 to supply actuators (directional valve).
Flow Limiter
The HCU incorporates the following items: The flow limiter regulates the hydraulic fluid flow returning to the HCU from the
 Pressurizing Valve actuator piston head in order to control/limit the blocker door stowing rate under
 Directional Valve varying conditions.
 Flow Limiter Bleed Valve
 Filter and Clogging Indicator The bleed valve permits bleeding of the HCU.
 Pressure Switch
Pressure Switch
 Bleed Valve
The pressure switch indicates to the ECU that hydraulic circuit is pressurized or
Electrical Connection not. Pressure switch signal is available to the ECU and can be used for
Each channel within the ECU shall interface with the thrust reverser valve maintenance purpose.
solenoids. Each solenoid contains two electrically isolated, independent coils,
Filter and Clogging Indicator
one dedicated to channel A and the other to channel B.
The hydraulic control unit filter is used to filter the fluid supply from the aircraft
Pressurizing Valve and Pressurizing Valve Solenoid hydraulic system. The filter is a flow through cartridge type filter. The clogging
The pressurizing valve is a two position valve which is solenoid actuated to the indicator monitors pressure loss through the filter cartridge and features a
open position. The valve is spring loaded to the closed position (solenoid pop−out indicator to signal when it is necessary to replace the filter element.
FOR TRAINING PURPOSES ONLY!

de−energized).
Manual Lockout Lever
The pressurizing valve can also be manually closed and pinned (inhibited) to
With the manual lockout lever it is possible to shut the hydraulic supply to the
prevent inadvertent actuation of the thrust reverser during maintenance work.
reverser by closing the isolation valve in the HCU. The lever can be secured in
Energizing the valve solenoid opens a port. Then the hydraulic pressure is the lockout position with a pin (this is also a part of deactivating the reverser).
supplied to the stow side of the actuators and to the directional valve. In the
pressurizing valve, there is a time delay system which limits the closing time of CAUTION: THIS MUST BE ALWAYS PERFORMED BEFORE
the piston valve at 2 seconds minimum. MAINTENANCE WORK ON THRUST REVERSER SYSTEM.

Maintenance
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CONNECTOR
DIRECTIONAL
’’ B ’’ LOCK OUT VALVE SOLENOID
PORT

PRESSURIZING
VALVE SOLENOID

CLOGGING
BLEED INDICATOR
VALVE

CONNECTOR PRESSURE
FLOW LIMITER DETECTOR
’’ A ’’
FOR TRAINING PURPOSES ONLY!

POWER
VALVE

SAFETY PIN LOCK IN PORT

DEACTIVATION
LEVER

Hydraulic Control Unit

Maintenance
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THRUST REVERSER LATCHES
There are four latches, one per blocker door. The latches hold the doors in the
stowed position and are located beside the actuators on the thrust reverser
forward frame. The latches are connected in series. In case a latch fails the
hydraulic actuators which deploy or stow the pivoting doors have a secondary
lock.
FOR TRAINING PURPOSES ONLY!

Maintenance
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DOOR LATCH MOVING TO UNLOCK LATCH ACTUATOR

LOCKED PRESSURIZED ROLLER LEAVING LATCH (DOOR

ACTUATOR PRESSURIZED IN STOW MODE)

BLOCKER DOOR
LOCKING CLAW

DOOR MOVING TO DEPLOY DOOR DEPLOYED

DOOR ACTUATOR PRESSURIZED DOOR AND LATCH ACTUATORS UNPRESSURIZED

MANUAL UNLOCKING
AXIS (5/16 inch)
FOR TRAINING PURPOSES ONLY!

DOOR OLIVE -SHAPE

BUTTON

TR-Latches
Maintenance
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HYDRAULIC ACTUATOR
There are four hydraulic actuators,mounted on the forward frame by a ball joint
assembly support.
These hydraulic actuators have four different functions:
 to deploy the doors,
 to stow the doors,
 to ensure a secondary lock in stowed position,
 to ensure that the doors rotation speed slows down at the end of the
deployment phase.
The actuators comprise a manual unlocking system for maintenance.

Door Latch Failure

If a door latch breaks, the actuator has a secondary lock. This prevents the
door from moving more than 1/2 inch from the stowed position. This movement
is sufficient to actuate the unstow switch to provide a warning in the cockpit.
FOR TRAINING PURPOSES ONLY!

Maintenance
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MANUAL UNLOCKING
SQUARE

ROD END BEARING

ROD SUPPLY

NORMAL CONDITION

BALL JOINT

HEAD SUPPLY

DOOR LATCH FAILURE

FOR TRAINING PURPOSES ONLY!

FAILED LATCH

ACTUATOR LOCKED

Hydraulic Actuators
Maintenance
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STOW SWITCHES
For determining the stowed position of the doors, there are four thrust reverser
single switches, one per door, located onto the forward frame rear side next to
the latches. The switches are dual, i.e. they include 2 cells one dedicated to
each channel of the ECU. The switches are connected to the ECU via the
electrical junction box. All stow switches are connected in parallel. At 0.9% of
pivoting doors flush position, the cells are closed.
Thrust Reverse Indication
The thrust reverser operating sequences are displayed in the cockpit on the
ENGINE AND WARNING Display in the middle of the N1 dial with a REV
Indication.
 REV Indication amber = transit
 REV Indication green = all REV doors in deploy position
In deployment, an amber REV indication will come in view at the middle of the
N1 dial when at least one reverser door is unstowed or unlocked (stroke >1%).
If this occurs in flight, REV will flash first for 9 sec, then it will remain steady
This indication will change to green color when all the fan reverser doors are
fully deployed and than the reverse thrust can be applied.
In stowage, the indication changes to amber when one door at least is less
than 95% deployed and disappears when all the 4 doors are stowed.
DEPLOY SWITCHES
The deployed position of the doors is sensed by two thrust reverser double
switches, one for the two right side doors and one for the two left side doors.
They are located between the corresponding doors in 3 and 9 o’clock beams.
One single switch includes 2 cells one for each ECU channel. Junction wires
inside the switch are bedded in grease to avoid friction wear problems.
FOR TRAINING PURPOSES ONLY!

The switches are connected to the ECU via the electrical junction box. For
each door, one cell is connected to ECU channel A, the other one to channel
B. All doors are electrically connected in series. Each time a door reaches 95%
of its travel, the circuit closes.

Maintenance
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UNLOCKED
UNSTOWED

1 DEPLOY SWITCHES (2)

STOW SWITCHES (4)

1
DEPLOY SWITCHES
2

STOW SWITCHES
DOORS 2 3 4
DOORS
3
FOR TRAINING PURPOSES ONLY!

ECU
4

RETURN

TRS1
TRS2

Thrust Reverser Stow / Deploy Switches

Maintenance
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A
ELECTRICAL
HARNESS
B

BOLT STOW-SWITCH
CONNECTOR

STOW-SWITCH
B
FOR TRAINING PURPOSES ONLY!

LATCH

BOLTS AND NUTS

AFT FORWARD FRAME

Stow Switch
Maintenance
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TRIGGER

A A C

DEPLOY-SWITCH
CONNECTOR ELECTRICAL DIAGRAM

BEAM ELECTRICAL
HARNESS CONNECTOR DEPLOY SWITCH

C
B
DEPLOY DEPLOY SWITCH
SWITCH
ACCESS
FOR TRAINING PURPOSES ONLY!

DOOR

B
INNER LEVERS

Deploy Switch
Maintenance
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REVERSER FUNCTIONAL OPERATION

General Thrust Reverser Indication
The thrust reverser system is controlled independently for each engine by the The thrust reverser operating sequences are displayed in the cockpit on the
associated Full Authority Digital Engine Control (FADEC) system. EWD. An amber REV indication appears on the N1 indicator when the doors
are in transit. It becomes green when the doors are deployed.
Thrust Reverser Actuation
The hydraulic power required for the actuators is supplied by the normal A/C Centralized Fault Display System Interface
hydraulic system: The Centralized Fault Display System (CFDS) interfaces with the EIU to
 Green System ENG 1 provide thrust reverser fault diagnostics. For maintenance purposes, a thrust
 Yellow System ENG 2 reverser test can be performed through the MCDU menus. During this test, the
Centralized Fault Display and Interface Unit (CFDIU) simulates engine running
A Shut Off Valve (SOV) located upstream of the Hydraulic Control Unit (HCU) (N2 condition) to permit the thrust reverser deployment.
provides an LQGHSHQGHQWO\controlled locking system.
Each channel of the Electronic Control Unit (ECU) controls and monitors
solenoid valves in the HCU. The HCU provides hydraulic pressure for
unlocking, deploying, stowing and locking of the actuators and latches of the
pivoting doors. The HCU includes a pressurizing valve, a pressure switch and a
directional valve which is controlled through the inhibition relay.

Thrust Reverser Control

When the reverse thrust is selected in the cockpit, the following sequence
occurs:
 When the potentiometers detect a Throttle Lever Angle (TLA) lower than
−3°, the SOV opens if the altitude is less than 6 feet and if high forward
thrust is not selected on the opposite engine. Then the HCU is supplied
hydraulically. The SOV is controlled open by the Spoiler Elevator
Computers (SECs) through the static and power relays
FOR TRAINING PURPOSES ONLY!

 When the switch of the throttle control unit detects a TLA < −3.8°, the
Engine Interface Unit (EIU) energizes the inhibition relay
 When the A/C is on ground with engines running (N2 condition) and the
resolvers detect a TLA < −4.3°, the ECU controls the thrust reverser
operation through the HCU. The stow and deploy switches are used to
monitor the pivoting door position and for ECU control.

Maintenance
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THROTTLE
CONTROL
UNIT
N2
SENSOR
RESOLVERS

POTENTIO-
METERS
FOR TRAINING PURPOSES ONLY!

Thrust Reverser Schematic

Maintenance
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DEPLOY AND STOW SEQUENCE OPERATION

DEPLOY SEQUENCE STOW SEQUENCE
Selection and System Pressurizing Stow Selection
When the reverse thrust is selected in the cockpit, the SOV is independently When stowing of pivoting doors is selected, the ECU ensures that stowing
open following the third defense line logic then, the Electronic Control Unit conditions are achieved. In this case the pressurizing valve solenoid is
(ECU) energizes the solenoid of the pressurizing valve. energized and the directional valve solenoid is de−energized.
The High Pressure (HP) is routed to the hydraulic actuator rods and the
Reverser Indication
pressure detector indicates to the ECU that the system is pressurized.
When one door is at less than 95 % of its travel, the REV indication changes to
Latches Unlocking and Actuators Supply amber.
Then the ECU also energizes the solenoid of the directional valve. Therefore, When all pivoting doors are at less than one percent of their stowed position,
the four latches, mounted in line, are hydraulically unlocked. When the last they actuate stow switches which sends the stowed door information to the
latch is open the pressure return drives the directional valve. Then the ECU. The REV indication disappears.
directional valve supplies the head chamber of the actuators. The pressures in
the rod and head chambers are equal but the difference in surface between the Electrical Power Supply
head side and the rod side enables the movement of the actuators. When the four pivoting doors are stowed, the ECU removes the pressurizing
valve solenoid electrical supply, then the SOV is independently closed following
Reverser Indication the third defense line logic.
As soon as one pivoting door is at more than 1% of its angular travel, its stow
switch sends a signal to the ECU. The amber reverser indication is displayed
on the ECAM during the transit.
When each pivoting door overshoots 95 % of its travel, the deploy switches are
closed and the ECU receives the ”deployed doors” information. On the ECAM,
the REV indication changes to green.
Doors Deployed
The ECU de−energizes the pressurizing valve solenoid. The pivoting doors are
FOR TRAINING PURPOSES ONLY!

aerodynamically maintained at 100 % of their travel.

Maintenance
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FOR TRAINING PURPOSES ONLY!

GREEN HYDRAULIC SYSTEM: ENGINE 1 YELLOW HYDRAULIC SYSTEM: ENGINE 2

T/R Operation
Maintenance
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LOCKING SYSTEM A320 Family 78-37

78−3775 INDEPENDENT LOCKING SYSTEM

SYSTEM OPERATION
Third Line of Defense System Operation
To protect the thrust reverser system against inadvertent deployment, an Shut−Off Valve opening/closing operation. The hydraulic power for the thrust
additional and independent thrust reverser locking device (third line of defence) reverser operation is obtained from the engine driven pump of the hydraulic
is installed on the aircraft. system (ref. 29−10−00), which supplies the HCU through the filter and the
For each engine, a shut−off valve is introduced between the Hydraulic Control thrust reverser SOV. The thrust reverser SOV is designed to isolate the thrust
Unit (HCU) and the associated Aircraft hydraulic unit. The shut−off valve (SOV) reverser from the aircraft hydraulic system. The solenoid valve is de−energized
is installed under the engine pylon (on the FWD secondary structure in the fan closed. When the supply port is closed the thrust reverser is isolated from the
compartment). aircraft hydraulic system. When the solenoid is energized the valve opens.
The opening/closure command of this SOV is provided through an aircraft The thrust reverser SOV is commanded in the open position when the following
logic, completely independent from the basic thrust reverser. FADEC command conditions are satisfied:
and monitoring logic/circuitry.  aircraft is on ground proximity (less than 6 ft)
Each SOV opening/closure is obtained from the Throttle Control Unit (TLA  reverse thrust is selected
signal −3.8°) and Spoiler Elevator Computers (SEC) which command a static  high forward thrust not selected on opposite engine
relay to control 115 VAC power supply to the SOV solenoid.
The SOV valve solenoid is supplied with 115 VAC through a dedicated and
The Engine Interface Unit (EIU) receives the TLA signal −3.8° from another physically segregated wiring. This power supply to the SOV is controlled by a
position switch of the Throttle Control Unit, to energize the inhibition relay. power relay commanded by a static relay. The power relay coil is energized to
open the SOV and de−energized to close the SOV. Its
energization/de−energization is controlled through the 28VDC static relay which
is piloted by the SEC (SEC 1 or 2 for engine 1 and SEC 1 or 3 for engine 2).
FOR TRAINING PURPOSES ONLY!

Maintenance
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Technical Training
LOCKING SYSTEM A320 Family 78-37

ELAC 1 SEC 1
THROTTLE
2 2 CONTROL
3
SUPPLY UNIT
RA < 6 FT

STATIC
RELAY

LGCIU

RADIO SHUTOFF HYDRAULIC

ALTIMETER 1 VALVE POWER
INHIBITION
2 EIU 1 (2) RELAY
SWITCH

AIRCRAFT
W.O.W

FLT/GND STATUS THROTTLE

CHANNEL B CHANNEL A LEVER
NACELLE SAME COMMAND
SUPPLY SUPPLY
THROTTLE
LEVER
COMMAND ECU 1 (2)
FOR TRAINING PURPOSES ONLY!

PRESSURIZING DIRECTIONAL
SOLENOID SOLENOID
VALVE VALVE
HCU

ÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏ
Figure 171 T/R Independent Locking System
Maintenance
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LOCKING SYSTEM A320 Family 78-37

COMPONENT DESCRIPTION
Shut−Off Valve
The thrust reverser Shut−Off Valve (SOV) is a 3 port, two position spool valve.
It is controlled by a solenoid driven 3 port, two position normally open pilot
valve. Electrical power is supplied to the SOV through the fan electrical feeder
box.
Filter and Clogging Indicator
It is used to filter the fluid from the aircraft hydraulic system. The filter is a
flow−through cartridge type filter. The clogging indicator monitors the pressure
loss through the filter cartridge and has a pop−out indicator to signal when it is
necessary to replace the filter element.
The filter assembly contains a check valve to permit the removal of the canister
and the change of the filter element with a minimum of spillage.
FOR TRAINING PURPOSES ONLY!

Maintenance
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Technical Training
LOCKING SYSTEM A320 Family 78-37

A
ELECTRICAL
CONNECTOR

SHUT-OFF
VALVE

INLET
PORT

HYDRAULIC
FILTER SUPPLY
FOR TRAINING PURPOSES ONLY!

CANISTER
SERVICE
OUTLET
TO CASE
PORT CLOGGING DRAIN
INDICATOR

Independent Locking System Components

Maintenance
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78−30 THRUST REVERSER

MAINTENANCE PRACTICES
Thrust Reverser Deactivation
 This is done when a reverser system fault occurred and the aircraft is
dispatched according to MEL.
 The reverser is deactivated by turning the control lever on the HCU to
”OFF” and inserting the pin.
 And inserting the 4 lockout bolts in each blocker door to prevent it from
opening.
HCU lockout is performed with the deactivation lever and must be performed
for:
 operating the Blocker Doors manually (by hand) for Maintenance Actions
 preventing reverser system from unwanted operation
 deactivating the reverser
FOR TRAINING PURPOSES ONLY!

Maintenance
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DIRECTIONAL VALVE
ELECTRICAL
CONNECTOR

THRUST REVERSER
LOCKOUT COWL DOOR
FAIRING STRUCTURE

SAFETY PIN STOWAGE

(OPERATION POSITION) RETAINING
SCREW
SAFETY PIN
(INHIBIT POSITION)

FLAG (NOT FOR FLIGHT) LOCK

FOR TRAINING PURPOSES ONLY!

PLATE

DEACTIVATION LEVER
(INHIBIT POSITION)
DEACTIVATION LEVER THRUST REVERSER THRUST REVERSER
(OPERATION POSITION) COWL DOOR PIVOTING DOOR
STRUCTURE

Thrust Reverser Deactivation

Maintenance
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Manual Deployment of Pivoting Doors
 Make sure the appropriate engine has been shut down for at least 5
minutes
 Make the thrust reverser unserviceable
 turn the manual unlocking knob on the latch to the unlocked position and
check the function of the secondary lock of the actuator
NOTE: The manual unlocking knob is located on slots aside of the
latch.
 Using a 5/16 in. wrench turn the manual unlocking knob on the latch to the
unlock position
 Turn the manual unlocking square on the actuator to the unlock position
NOTE: The pivoting door automatically disengage from its hook
CAUTION: DO NOT PUSH ON THE STOW SWITCH LEVER WHEN
PIVOTING DOOR IS OPENED, DAMAGE CAN OCCUR.
 Open the pivoting door by manually pulling on its edge
FOR TRAINING PURPOSES ONLY!

Maintenance
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BLOCKER DOOR
HYDRAULIC ELECTRICAL
CONTROL JUNCTION
UNIT BOX

LATCH
BLOCKER
DOOR MANUAL
UNLOCKING
KNOB

PIVOTS AND
DEPLOY SWITCH
ACCESS DOOR
(ONE FOR EACH
DOOR)
FOR TRAINING PURPOSES ONLY!

HYDRAULIC
ACTUATOR STOW SWITCH
CONNECTOR
DEPLOY
LATCH
SWITCH
ACTUATOR
CONNECTOR
HYDRAULIC MANUAL
ACTUATOR UNLOCKING
SQUARE

Pivoting Doors Manual Deployment

Maintenance
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OPERATIONAL TEST OF THE T/R WITH CFDS Thrust Reverser Test

 for 1000EM1 pressurize the green hydraulic system with the yellow
hydraulic system through the PTU ACTION: RESULT:
 for 1000EM2 pressurize the auxiliary yellow hydraulic system Push the line key adjacent to the T/R The THRUST REVERSER TEST
 on the lower display unit of the ECAM system make sure that the HYD page Test indication to get in the T/R TEST menu comes into view.
shows that the pressure is 3000 psi (206 bar) program.
 on the maintenance panel 50VU Push the line key adjacent to the The CONFIRM START OF TEST in-
START TEST indication. dication comes into view.
− release the FADEC GND PWR 1 (2) pushbutton switch
(on the pushbutton switch, the ON legend comes on) PUSH the line key adjacent to the NOTE: As soon this key is pushed,
CONFIRM START OF TEST indica- you must move the throttle control le-
− release the HYD/LEAK MEASUREMENT VALVES/B/G/Y pushbutton tion. ver in the 35 subsequent seconds.
switches
Put the thrust control lever in the The thrust reversers of the engine
(on the pushbutton switch the OFF legend comes on)
MAX REVERSE position. 1(2) operate.
 on the FLT CTL panel 23VU On the upper display unit of the
− make sure that the SEC1 pushbutton switch is on ECAM system:
(on the pushbutton switch the OFF legend is off) - The REV indication in the N1 indica-
tor of the engine 1(2) must show in
 on the left or right MCDU get the SYSTEM REPORT/TEST ENG page. amber when the thrust reversers op-
The following test can be done through the channel A or B of the FADEC 1. erate.
− It must become green when the
thrust reversers are deployed and
locked.
NOTE : If you do not perform the subsequent step immediately install a
warning notice on the throttle control lever of the engine 1(2) to prohibit any
movement of the lever
CONTINUED ON NEXT PAGE!
FOR TRAINING PURPOSES ONLY!

Maintenance
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STEP 1 STEP 2 STEP 3



  &   &  


 &  
 & 
  
 
  
,   2
  
,   2

      &  
   &  

   2
    2
 

   
  
 
 (   
&


 (  & &
 &
 (       2 

   
   &
    
    
 
 

    
  


HYD PRESS THRUST LEVER

APPLIED TO MAX REVERSE
STEP 4 STEP 5 STEP 6

&   &   &  


 &  
 &  
 & 

(  &    (  &   (  &  

 
  
  %  
  2

FOR TRAINING PURPOSES ONLY!


 
  &
   ( 2
  %  ( 2
  % 
( 2
  % 

 
  
  


CFDS T/R Test (1)

Maintenance
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When the SET THROTTLE LEVER The thrust reversers of the engine
OF TEST ENGINE TO FWD IDLE 1(2) operate.
indication shows, put the thrust On the upper display unit of the
control lever in the IDLE position ECAM system:
(zero on the scale). − The REV indication in the N1 indi-
cator of the engine 1(2) must show in
amber when the thrust reversers op-
erate.
− It must become green when the
thrust reversers are deployed and
locked.
Push the line key adjacent to the -TR TEST REPORT comes into view.
START RESTOW TEST indication
and do the test again.
Push the line key adjacent to the
RETURN indication.
WARNING :
YOU MUST USE THE LINE KEY ADJACENT TO THE ”RETURN” INDICA-
TION TO COMPLETE THE TEST. IF YOU COMPLETE THE TEST WITH
THE ”MCDU MENU” KEY, THE TEST WILL STAY IN OPERATION FOR
ONE MINUTE WITH NO INDICATION TO MAINTENANCE PERSONNEL.
IF A PERSON MOVES THE THROTTLE CONTROL LEVER IN THIS ONE
MINUTE, UNWANTED MOVEMENT OF THE THRUST REVERSER CAN
OCCUR.

Push the line key adjacent to the RE- -The ENGINE 1(2) MAIN MENU-
TURN indication comes into view.
Do the procedure again for the chan-
FOR TRAINING PURPOSES ONLY!

nel B of the FADEC 1(2).

Maintenance
FRA US/T-5Course B1
KoA/ B2 Mar 4, 2011 08|78−30|Test|5A|L2 11/2013
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Lufthansa Technical Training EXHAUST A319/A320/A321
BOSTONAIR
THRUST REVERSER Technical TrainingCFM56−5A/B
Manual
Technical Training A320 Family 78-30

THRUST LEVER THRUST LEVER

TO MAX REVERSE TO FWD IDLE
STEP 5 STEP 6 STEP 7

&   &   &  


 &  
 &  
 & 

(  &   (  &  

 
  %  
  2
  1

( 2
  %  ( 2
  % 

  2 
 
  
  


IF SLOW OPERATOR RESPONSE

IN CASE OF FAULT
OR RETURN KEY IS PRESSED

STEP 8

&   &   &  


 &  
 &  
 & 

      4
    ( 1    
FOR TRAINING PURPOSES ONLY!

& 0 &  2

2    ( "  *" ! (  &  
     


 
  
  


CFDS T/R Test (2)

Maintenance
FRA US/T-5Course B1
KoA/ B2 Mar 4, 2011 08|78−30|Test|5A|L2 11/2013
Page 307
ATA 71 - 80 Power Plant 416/416