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CFM56-5B – Starting faults update (14-08-7200-04)

The A320/CFM56-5B fleet has reported that some engines have The ignition fault logic is as follows:
experienced ignition faults on engine ground starts. Ignition faults
have been related to IGN fault ECAM warnings that are associated
with fault messages: IGN1, IGN2 and/or 115V faults. Most 115V
faults in the field have been confirmed due to MMEL dispatch with
one igniter inoperative.

Data from field events show both high and low altitude operators are
experiencing issue, mostly on first start of the day. It also illustrates
that the issue has been variable and limited to a smaller population.
Confirmed reported issues have occurred on approximately 50 Figure 2: Ignition fault logic
engines compared to the more than 800 deliveries since the third
quarter of 2012. Data received from the field show two modes for the issue:
 Engine lights off well after fuel-on and EGT doesn’t have time to
Examples of the No Start phenomenon are shown in Figure 1.
progress above 42ºC threshold
 Engine does not light off after fuel on

With both anomalies, auto-start logic dry motors the engine for 30
seconds and fuel is turned back on and the engine immediately lights
off on the subsequent start attempt. In many cases, the issue is not
repeatable and troubleshooting has not proven to be effective.

Currently the only effective means to mitigate issue up to this point

in time is the use of Airbus Technical Follow Up (TFU) that calls for a
max motor manual start.

Investigation
Multiple part replacements have all shown No Fault Found (NFF),
including field returns and investigations of Engine Control Units,
exciters, igniters, fuel nozzles, and hydro-mechanical Units (HMU).
Maintenance practices such as interval of igniter system
maintenance may or may not contribute to this phenomenon.

A root cause analysis has been conducted. This RCA looked at

altitude and environment and it shows that this phenomenon occurs
at sea level but predominately at the high altitude airports.
Examples have been seen during warm weather but it has been
predominately occurred at cold ambient temperatures. The engine
thermal state has been consistent, with the phenomenon occurring
during the first start of the day – Cold engine.

Relative to ECU software, this condition has been reported by

operators with both 5BR and 5BS2 software. The Engine LRUs have
not been found faulty and the ignition system testing of current
production exciters and igniters has shown components operating
within specification and with sufficient margin. CFM evaluated
ignition spark efficiency with special testing, and CFM was able to
Figure 1: Examples of No Start phenomenon
rule out igniter plug and exciter box spark efficiency and rate issues
due to low input voltage.

CFM, CFM56, LEAP and the CFM logo are trademarks of CFM International, a 50/50 joint company between Snecma (Safran group) and GE. The information in this document is CFM Proprietary
Information and is disclosed in confidence. It is the property of CFM International and its parent companies, and shall not be used, disclosed to others or reproduced without the express written consent
of CFM. If consent is given for reproduction in whole or in part, this notice shall appear in any such reproduction in whole or in part. The information contained in this document may also be controlled by
the U.S. and French export control laws. Unauthorized export or re-export is prohibited.
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Recommendations
5BT software will include cold engine detection logic using both
Currently, to mitigate this condition, CFM recommends that after exhaust gas temperature (EGT) and engine oil temperature TEO to
troubleshooting is completed and no faults found, operators compare with ambient temperature (TAT). This delta temperature
experiencing issue should use manual starts with a fuel-on speed of for EGT will be set at 30C and for TEO it will be set at 15C. The
28%-30% N2 for first start of the day only for affected engines, software then will use new cold engine starting fuel schedules at all
consistent with Airbus analysis and communicated via Airbus altitudes if this criterion is met. These 5BT cold schedules were
Technical Follow-Up. Refer to Airbus TFU 740000087-01. optimized from the Lhasa test results. The 5BS schedules will be
used if engine is not determined to be cold (thermal state). 5BT will
CFM does not recommend reverting back to 5BR software. 5BS2 increase fuel-ON speed to 30% N2 or existing max motor speed
software contains significant improvements for multiple issues that detection for pressure altitudes greater 10K feet (previously, it was
will have a positive impact on fleet reliability (Sync faults, VSV 25% N2) and dual igniter - light-off with one igniter, (to be able to
faults, PS3 model). The CFM56-5B multiple IFSD rate related to determine igniter health) turning on both igniters after light-off is
VSV faults prior to introduction of 5BS2 has significantly dropped detected. Light-off is determined to be when the EGT rises 42°C.
since the introduction of 5BS2 software.
The overall 5BT changes for FADEC 3 were presented at the Focus
CFM continues to acquire additional experience/data from Team in July 2014.
operators for this root cause investigation. This includes monitoring
the issue in CFM production and on the Airbus flight line. In April
2013, Airbus classified this issue as a Major In-Service Problem
(MISP). This requires resolution within 12 months.

5BT software enhancements

CFM and Airbus conducted High Altitude Tests in December 2013
with support of Tibet Airlines in Lhasa (elevation >11K ft) to evaluate
potential changes to starting logic, specifically for high altitude
operation. The results of these tests are being used to finalize and
optimize changes for the next software roll (5BT) for CFM56-5B
engine.

The current certification of 5BT software for FADEC3 is scheduled Figure 2: FADEC3 Schedule as presented at the July 2014 Focus Team
for 3Q2014 (engine level cert) and 4Q2014 (aircraft level cert),
followed by release of the CFM and Airbus Service Bulletins.
Certification for 5BT for FADEC1 is currently scheduled for 3Q2015
(engine level cert) and 4Q2015 (aircraft level cert) and release of
the CFM and Airbus SBs. Sequencing the two software versions is
required to remove the DAC logic to gain enough space in
Programmable Read Only Memory (PROM) and throughput
improvements for the planned changes for FADEC1 software.

Figure 3: FADEC 1 schedule as presented at the July 2014 Focud Team

In summary, FADEC3 5BT software version is on track for November

2014 and FADEC1 5BT software version planned for November
2015.

CFM, CFM56, LEAP and the CFM logo are trademarks of CFM International, a 50/50 joint company between Snecma (Safran group) and GE. The information in this document is CFM Proprietary
Information and is disclosed in confidence. It is the property of CFM International and its parent companies, and shall not be used, disclosed to others or reproduced without the express written consent
of CFM. If consent is given for reproduction in whole or in part, this notice shall appear in any such reproduction in whole or in part. The information contained in this document may also be controlled by
the U.S. and French export control laws. Unauthorized export or re-export is prohibited.