A340-200/300

TECHNICAL TRAINING MANUAL

CMQ Intra Family - A330 RR Trent 700/GE CF6/PW 4000 to
A340 CFM 56 - T1/T1+T2
POWER PLANT (CFM 56)
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 A340-200/300 TECHNICAL TRAINING MANUAL

POWER PLANT (CFM 56)

70 Power Plant CFM 56 Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . 2
ENGINE INDICATING
GENERAL
Vibration Monitoring System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . 310
Power Plant Installation D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Nacelle D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
THRUST REVERSER
Engine D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 Thrust Reverser System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 322
FUEL SYSTEM OIL SYSTEM
Engine Fuel System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114 Oil System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350
FULL AUTHORITY DIGITAL ENGINE CONTROL MAINTENANCE PRACTICE
(FADEC) Power Plant System Line Maintenance (2) . . . . . . . . . . . . . . . . . . . 376
FADEC Principle (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 Power Plant System Base Maintenance (3) . . . . . . . . . . . . . . . . . . . 406
FADEC Interface and Architecture D/O (3) . . . . . . . . . . . . . . . . . . . 148 Engine Base Maintenance (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 448
EIVMU Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
FADEC Power Supply D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
Power Plant CFM 56 Component Location (2) . . . . . . . . . . . . . . . . 184
IGNITION AND STARTING
Ignition and Starting D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
AIR SYSTEM
Airflow Control System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
COOLING
Engine Cooling System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 270
ENGINE CONTROLS
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Thrust Control D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290

Engine Master Control D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 304

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70 POWER PLANT CFM 56 PRESENTATION (1)

POWERPLANT INTRODUCTION
The CFM56-5C4 series engine is an axial flow, dual spool, high
bypass-ratio, and turbo-fan engine. The CFM56-5C4 powers the A340
aircraft. The CFM56-5C4 engine produces 34.000 lbs of thrust.
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POWERPLANT INTRODUCTION

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POWERPLANT INSTALLATION
The powerplant installation includes the engine inlet, the engine assembly,
the exhaust, fan cowls and Thrust Reverser (T/R) assemblies. The FWD
and AFT engine mounts attach the engine to the aircraft pylon, which
support the weight of the engine and transmit thrust loads to the aircraft
structure.
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POWERPLANT INSTALLATION

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MODULAR ENGINE CONCEPT
The CFM56-5C4 engine is designed using a modular concept. For easier
maintenance and quicker return-to-service, the engine is built up with
the following main modules:
- fan and booster Low Pressure Compressor (LPC),
- High Pressure Compressor (HPC),
- combustion chamber,
- High Pressure Turbine (HPT),
- Low Pressure Turbine (LPT),
- accessory drive gearbox.
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MODULAR ENGINE CONCEPT

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MODULAR ENGINE CONCEPT (continued)
LP ROTOR
The Low Pressure (LP) rotor includes the FAN, the booster compressor
and the LP shaft. These components are all driven by the LPT. The
speed of the LP rotor is shown on the ECAM as N1. The N1 speed
sensor installed in the fan frame and connected to the Electronic
Control Unit (ECU) gives the N1 indication. The N1 speed is also
sent to the Engine Interface and Vibration Monitoring Unit (EIVMU)
for the vibration analysis.
The FWD fan supplies most of the engine thrust. The air that flows
out of the fan is the secondary airflow or bypass airflow. The 4-stage
booster compressor supplies air to the engine core. This is the primary
airflow. The fan frame holds the fan and the LPC. The fan frame is
also the location of the FWD engine mount. The 5-stage LP turbine
drives the fan and the booster compressor. The Turbine Rear Frame
(TRF) holds the 5-stage LP turbine, which is also the location of the
rear engine mount. Three roller and ball bearings hold the LP rotor.
These bearings are lubricated and their temperature decreased.
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MODULAR ENGINE CONCEPT - LP ROTOR

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MODULAR ENGINE CONCEPT (continued)
HP ROTOR AND COMBUSTION CHAMBER
The High Pressure (HP) rotor is made of a 9-stage HP compressor
driven by a single-stage HPT. The speed of the HP rotor is shown on
the ECAM as N2. The N2 speed sensor is installed at the rear face of
the accessory gearbox. It gives the N2 speed indication and it is
connected to the ECU.
The HP compressor is also the source of customer bleed air. Three
roller and ball bearings hold the HP rotor. These bearings are
lubricated and their temperature decreased. The annular combustion
chamber is installed between the HPC and the HPT. It has ports for
20 fuel nozzles and 2 igniter plugs.
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MODULAR ENGINE CONCEPT - HP ROTOR AND COMBUSTION CHAMBER

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MODULAR ENGINE CONCEPT (continued)
TRANSFER AND ACCESSORY GEARBOXES
The accessory gearbox is installed at the bottom of the fan case and
is driven by the HP rotor through the transfer gearbox. The fuel pump,
lubrication unit (with oil pumps), hydraulic pumps, Integrated Drive
Generator (IDG) and ECU alternator are all attached to and driven by
the accessory gearbox. The starter is also attached to the gearbox and
drives the HP compressor.
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MODULAR ENGINE CONCEPT - TRANSFER AND ACCESSORY GEARBOXES

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FADEC
To increase the operation and performance of the engine, the Full
Authority Digital Engine Control (FADEC) system gives full range of
engine control to get a steady state and transient engine performances.
An ECU made of a dual channel computer and installed on the engine
fan case controls each engine. The ECU controls the engine during start
and all operations. The ECU controls the engine subsystems and the
engine thrust and it is a protection against over-speed and
over-temperature. The ECU also monitors all engine subsystems and
sensors for failure. When the engine is running, a dual-output ECU
alternator supplies power to the FADEC.
The FADEC system includes the ECU and these peripherals:
- HydroMechanical Unit (HMU)
- ECU alternator
- compressor control systems
- clearance control systems
- start system (starter shutoff valve, ignition exciters)
- Thrust Reverser (T/R) system
- oil/fuel temperature control system
- engine sensors
- electrical harnesses
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- ECU cooling.
There is a FADEC system for each engine.

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FADEC

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EIVMU
The ECU interfaces with various aircraft systems. Essential
communication with the ECU (thrust lever position, air data, ECAM
primary indications, etc.) is direct to and from the applicable systems and
controls. Non-essential communication (autothrust, Central Maintenance
System (CMS), etc) is routed through the Engine Interface and Vibration
Monitoring Unit (EIVMU) of each engine. The EIVMU interfaces with
various aircraft circuits and systems. The data is then transmitted in a
single stream to each ECU channel.
Engine vibration monitoring is also accomplished by the EIVMU. Each
EIVMU collects vibration data from 2 vibration sensors on the engine.
This information is displayed on the ECAM and is also available through
the CMS for troubleshooting.
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EIVMU

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ENGINE FUEL SYSTEM
The engine fuel system is designed to supply metered fuel to the
combustion chamber to get the necessary engine thrust.
The fuel is also used to decrease the temperature of the engine and of the
Integrated Drive Generator (IDG) oil and to operate the engine
sub-systems.
The gearbox drives the fuel pump. The fuel pump supplies fuel to the
HMU, which is controlled by the ECU.
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ENGINE FUEL SYSTEM

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OIL SYSTEM
The engine oil system is a full flow re-circulatory system controlled by
the Electronic Control Unit (ECU).
It must provide adequate lubrication and cooling for all engine bearings
and gears.chambers. The return flow is an oil/air mixture, which is
de-aerated in the scavenge oil de-aerator before being returned back to
the oil tank.
The lubrication unit contains both pressure and scavenge pumps as well
as the main oil filter
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OIL SYSTEM

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COOLING AND SEALING SYSTEM
The temperature of the engine is decreased internally with air supplied
by the LP and HP compressor. This air is also used to seal the bearing
chambers to prevent internal leakage of oil. Pressurized air is applied
into the bearings chambers for this sealing.
The powerplant cooling system has two functions:
- to decrease the temperature of the engine
- to decrease the temperature of the nacelle.
The engine cooling systems can be divided into internal and external
cooling systems. The internal cooling systems are:
- High Pressure Turbine Active Clearance Control (HPTACC)
- Transient Bleed Valve (TBV).
The TBV controls the flow of air from the 9th stage of the HPC to the
cavity in the LPT. This flow of air increases the compressor stall margin
during engine transient conditions.
The engine external cooling system is the Low Pressure Turbine Active
Clearance Control (LPTACC).
The Low Pressure (LPTACC) and High Pressure (HPTACC) Turbine
Active Clearance Control systems control the turbine blade tip clearances
to increase the engine performance .
An airflow used to decrease the temperature of the nacelle is supplied to
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the zones that follow:

- the fan case
- the forward core compartment (non-pressurized)
- the aft core compartment behind the LPT bulkhead (pressurized).

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COOLING AND SEALING SYSTEM

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COMPRESSOR AIRFLOW CONTROL SYSTEM
The compressor airflow control system is designed to supply optimum
HP compressor efficiency and stall margin.
Variable Bleed Valves (VBVs) and Variable Stator Vanes (VSVs) are
controlled by the ECU during steady-state and transient (acceleration /
deceleration) engine operation.
A fuel gear motor drives the VBVs, and 2 actuators operates the VSV
system.
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COMPRESSOR AIRFLOW CONTROL SYSTEM

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IGNITION AND STARTING SYSTEM
The ignition system is used to start the engine on the ground or in flight
and to keep the engine in operation during flight conditions.
The ignition system has two igniter plugs that receive high-energy,
high-voltage pulses from two ignition units controlled by the ECU and
electrically supplied from the aircraft electrical network.
The starting system is used to start the engine or to wet-motor or
dry-motor the engine.
The engine pneumatic starter drives the HP rotor to start the engine.
The ECU controls the starter valve to supply air pressure to the pneumatic
starter connected to the gearbox. This pneumatic starter will give initial
rotation to the HP rotor. The ignition and starting parameters are shown
on the ECAM only during the engine start sequence.
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IGNITION AND STARTING SYSTEM

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THRUST REVERSER SYSTEM
The Thrust Reverser (T/R) system gives more deceleration force to help
the wheel brakes. It is used only on the ground to decrease the roll distance
for landing or aborted take-off. The system is of the aerodynamic blockage
type.
The ECU controls the engine thrust. The engine thrust can be set:
- manually from the throttle control lever, or
- automatically from the Auto Flight System (AFS).
The engine thrust parameters are shown on the ECAM.
The T/R system is hydraulically operated and uses the aircraft hydraulic
system pressure.
The reverse thrust command is sent to the ECU and the EIVMU. The
deploy command from the ECU goes through the EIVMU as a second
level of protection against accidental deployment. The EIVMU does a
check for the "aircraft-on-ground" and "thrust reverse selected" logics.
The Flight Control Primary Computer (FCPC) controls independently
the hydraulic shut-off valve in the pylon and gives an additional level of
protection against accidental deployment.
The EIVMU controls the reverser interlock system for engines 1 and 4.
The interlock system keeps the outboard thrust reverser levers to "idle"
until the two engine thrust reversers are fully deployed.
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In relation to the commands from the ECU and the EIVMU, the Hydraulic
Control Unit (HCU) on each engine supplies hydraulic power to operate
the thrust reverser.
Four hydraulically operated pivoting blocker doors redirect the engine
fan airflow to the FWD direction and supply reverse thrust.
Thrust reversers are only available on the ground.
The HCU has a deactivation lever. When the lever is operated, it moves
a cable that deactivates the HCU for maintenance or dispatch in relation
to the Minimum Equipment List (MEL).

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THRUST REVERSER SYSTEM

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CONTROLS AND INDICATING
CONTROL PANELS
The engines are controlled by throttle control levers installed on the
center pedestal. They can only be moved manually.
For reverse thrust operation, each throttle control lever includes a
reverse thrust control lever. This lever is also used to increase engine
power in reverse mode.
Autothrust mode is the most satisfactory mode of operation in flight.
When it is active, the autothrust can be disconnected with the two
instinctive disconnect P/Bs. These 2 red P/Bs are on the outer side of
each throttle control lever. Thus the engines can be controlled in
manual thrust mode.
The controls for engine start and shut down are installed on the center
pedestal immediately behind the throttle control levers. The engine
MAN START switches are installed on the overhead panel. These
switches are used to start an engine manual start procedure and also
to start a procedure to dry-motor or wet-motor the engine.
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CONTROLS AND INDICATING - CONTROL PANELS

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CONTROLS AND INDICATING (continued)
ECAM ENGINE INDICATIONS
The upper ECAM EWD shows the engine primary parameters
permanently.
When the lower ECAM SD ENGINE page is selected or comes into
view automatically during an engine start or when a failure occurs,
this page shows the engine secondary parameters.
The bleed pressure, starter valve position and ignition are shown only
during engine start.
In flight, the CRUISE page shows some engine parameters
permanently .
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CONTROLS AND INDICATING - ECAM ENGINE INDICATIONS

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MAINTENANCE/TEST FACILITIES
On the maintenance panel, the ENG FADEC GND PWR is used to supply
the FADEC system for maintenance tasks, when the engines are not
running. The MCDU is used to get access to the CMS for tests and
troubleshooting monitored components (computers, sensors, actuators).
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MAINTENANCE/TEST FACILITIES

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SAFETY PRECAUTIONS
When you work on aircraft, make sure that you obey all the AMM safety
procedures. This will prevent injury to personnel and/or damage to the
aircraft. Here is an overview of the main safety precautions related to the
engines:
- make sure that all engine danger areas are as clear as possible to prevent
damage to the engine, the aircraft or personnel 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 a minimum of
5 minutes before you remove the tank filler cap. If you do not, pressurized
oil can spray out of the tank and cause dangerous burns,
- the engine ignition system is an electrical system with high energy. Do
not do maintenance on the ignition system while operating the engine.
There is a danger of serious electrical shock. Make sure that the engine
shutdown occurred 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,
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- always secure cowls with the hold-open rods,

- make sure that the slats are retracted and install a warning notice to
prevent slat operation.

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SAFETY PRECAUTIONS

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LUBRICANTS AND FUELS
The list of the materials required for the aircraft service and maintenance
can be found in the Aircraft Maintenance Manual (AMM), chapter 20
STANDARD PRACTICES or ATA 70 for the engines.

WARNING: ALL SAFETY PRECAUTIONS MUST BE APPLIED.

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LUBRICANTS AND FUELS

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STORAGE AND PRESERVATION
Storage and preservation procedures must be applied for engines being
not operated for a period of time according to the AMM. The preservation
procedures protect the engine against corrosion, liquid and debris entering
the engine, and atmospheric conditions during period of inactivity.

CAUTION: 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 adversely affect engine performance during subsequent
operation.
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STORAGE AND PRESERVATION

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ENVIRONMENTAL PRECAUTIONS
Do not discharge products such as oil, fuel, solvent, lubricant either in
trash bins, soil or into the water network (drains, gutters, rain water, waste
water, etc...).
Sort waste fluids and use specific waste disposal containers.
Each product must be stored in an appropriate and specific cabinet or
room such as a fire-resistant and sealed cupboard.
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ENVIRONMENTAL PRECAUTIONS

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POWER PLANT INSTALLATION D/O (3)

BOOTSTRAP SYSTEM INSTALLATION
The removal and installation of the engine requires the installation of a
bootstrap system on the aircraft pylon. The bootstrap system is composed
of two elements, installed at the front and at the rear of the pylon. Each
element permits to attach at its ends the chain pulley blocks assembly
and dynamometers that are used to lower or to lift the transportation stand
attached to the engine.
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BOOTSTRAP SYSTEM INSTALLATION

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BOOTSTRAP SYSTEM INSTALLATION

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POWER PLANT INSTALLATION D/O (3)

ENGINE TRANSPORTATION STAND ATTACHMENT
POINTS
The engine transportation stand, which is used for engine removal and
installation, can be attached onto the engine by means of four trunnions:
- two front trunnions attached onto the intermediate case, on the LH side
and RH side,
- two rear trunnions attached onto the tail bearing housing, on the LH
side and RH side.
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ENGINE TRANSPORTATION STAND ATTACHMENT POINTS

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POWER PLANT INSTALLATION D/O (3)

ENGINE MOUNTS
The engine is attached to the aircraft pylon by two mounts, which support
the weight of the engine and transmit thrust loads to the aircraft structure.
The engine front mount is installed on the top of the engine intermediate
case and is attached to the aircraft pylon by four tension bolts. The front
mount is designed with a failsafe feature and transmits vertical, side and
thrust loads to the aircraft pylon.
The engine rear mount is installed on top of the turbine exhaust case and
is attached to the aircraft pylon by four tension bolts. This mount is also
designed with a failsafe feature, and transmits vertical, side and torsion
loads to the aircraft pylon.
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ENGINE MOUNTS

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POWER PLANT INSTALLATION D/O (3)

FLUID CONNECTIONS
The fluid connections between engine and aircraft pylon are located on
the LH side of the fan case. The fluid connection line for the fuel system
is the LP fuel supply line. The fluid connection lines for the hydraulic
system are:
- the hydraulic pressure line,
- the hydraulic suction line,
- the case drain,
- the pylon drain.
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FLUID CONNECTIONS

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FAN ELECTRICAL INTERFACE PANEL
The fan electrical interface panel provides the connections between the
fan electrical harnesses and the pylon. It is installed on the RH side of
the fan case upper part.
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THRUST REVERSER INHIBITION
The Thrust Reverser (T/R) inhibition cable ensures the mechanical link
between the T/R inhibition lever located on the LH side of the fan case,
and the Hydraulic Control Unit (HCU), which is installed inside the
pylon.
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THRUST REVERSER INHIBITION

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CORE ELECTRICAL INTERFACE PANEL
The core electrical interface panel provides the connections between the
core electrical harnesses and the pylon. It is located in the zone of the
forward mount.
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CORE ELECTRICAL INTERFACE PANEL

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IDG POWER CABLES
The IDG power cables are routed vertically at the rear of the RH fan case.
They are connected to the aircraft cables through a terminal block located
near the fan electrical interface panel.
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IDG POWER CABLES

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PNEUMATIC DUCTS CONNECTION
The starter air duct is installed at the front of the RH fan case. It is
connected to the pylon through an interface duct attached by two clamps.
The connection of the engine bleed air system to the aircraft pneumatic
system is done on the RH side of engine core through an interface duct
attached by 2 clamps. One end is directly connected to the Bleed Pressure
Regulator Valve and the other end is connected to the pneumatic duct in
the pylon.
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NACELLE D/O (3)

INLET COWL
The engine air intake cowl structure is an interchangeable aerodynamically
faired assembly. It is installed on the forward flange of the engine fan
case.
The assembly is composed of:
- one inner and one outer barrel,
- one nose lip,
- one forward and one aft bulkhead.
The assembly also includes:
- anti-icing ducting,
- one fan compartment ventilation inlet duct,
- one phone jack,
- one T12 sensor,
- hoisting provisions,
- receptacles for the intake cover pins.
The outer barrel is made of two panels of composite construction. The
inner barrel consists of the engine attach ring, the fan blade containment
shield and three acoustic panels. The acoustic panels are titanium
honeybomb with bonded graphite skins.
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NACELLE D/O (3)

FAN COWL DOORS
The fan cowls are made of composites. They enclose the engine fan case
between the air intake cowl and the thrust reverser (T/R). Three hinges
at the pylon support each fan cowl door. The fan cowls are latched at the
bottom with three adjustable tension hook latches.
There are two telescopic hold-open rods on each door. The hold-open
rods lock to brackets on the engine fan case. They support the fan cowl
doors in the open position.
There are two hold open positions, 20° and 55°. The 20° position gives
access to the lower part of the fan compartment for maintenance operation
of Accessory Gear Box (AGB) Components Integrated Drive Generator
(IDG), hydraulic pump, fuel module, oil system). The 55°maximum open
position gives access to all equipment located in the fan compartment.
LEFT FAN COWL
The engine oil fill door and the cooling inlet are located on the left
fan cowl.
RIGHT FAN COWL
The manual start access door, a pressure relief door, and the
compartment cooling outlet are located on the right fan cowl.
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FAN COWL DOORS (continued)
FAN COWL LATCHES
The fan cowls are secured together along the bottom centerline by
three latches. The RH fan cowl has three hook type latches that engage
three adjustable eye bolts on the LH fan cowl.
The keepers and the latches are fitted into housings. Each keeper
housing has one index pin and one eye bolt to contact with its related
latch housing. The latch handles are visible when they are not properly
engaged. They are flush when they are correctly engaged.
Note: the fan cowls must not be opened if wind speed is more than
45 knots.
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THRUST REVERSER ASSEMBLY
The thrust reverser assembly includes the fan exhaust duct and nozzle.
The inner part of the reverser assembly encloses the engine core and the
outer part contains the thrust reverser operating components. It also
includes an intake for core compartment ventilation. The complete
assembly is made up of two halves, the left and right C-ducts.
The C-ducts are hinged at the aircraft pylon and are secured together with
five latches. Each C-duct is opened hydraulically by an actuator and is
secured open with a hold-open rod.
The reverser assembly includes the following components:
- engine core compartment cowl,
- four pivoting doors,
- four pivoting door actuators.
Each half also includes the deploy switch access doors.
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THRUST REVERSER ASSEMBLY (continued)
THRUST REVERSER ASSEMBLY LATCHES
The C-ducts are latched together with five tension latches. The five
hook latches installed on the LH cowl engage adjustable eye bolts on
the RH cowl. They maintain the thrust reverser in closed position.
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C-DUCT OPENING
The opening mechanism is designed to hydraulically open and close the
thrust reverser cowls. The thrust reverser opening mechanism is composed
of:
- two C-duct actuators,
- two Hold Open Rods.
Each thrust reverser cowl is opened or closed by an hydraulic actuator.
The T/R cowl opening actuator is supplied by a hydraulic hand pump,
which is connected to the hydraulic junction box on the lower forward
frame. The hydraulic pressure is transmitted from the hydraulic hand
pump, through rigid tubes and hoses, to the T/R cowl opening actuator.
The thrust reverser cowl open position is 45° for engine removal or routine
maintenance. In addition to the T/R cowl opening actuator, a hold-open
rod (one per thrust reverser cowl) keeps the cowl open, and safe, for
access to the core compartment. Thrust reverser cowls close by gravity,
when the hydraulic pressure is released. Restrictors in the actuator limit
the closing speed of the cowl for safety.
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COMMON NOZZLE ASSSEMBLY
Part of the air absorbed by the fan is directly evacuated to the outside
through the secondary flow; air is also sent to the engine combustion
chamber through the primary flow and burned gases are ejected through
a mixer unit and the exhaust nozzle.
The turbine exhaust system consists of:
- one nozzle
- one mixer
- one centerbody
NOZZLE
The nozzle, through which all exhaust gases are expelled, comprises
part of the aerodynamically structured nacelle.
A fairing is attached to the inner flowpath of the nozzle; the lower
contour matches the contour of the mixer unique lobe.
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COMMON NOZZLE ASSSEMBLY - NOZZLE

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NACELLE D/O (3)

COMMON NOZZLE ASSSEMBLY (continued)
MIXER
There are two types of mixers. The non-integrated (old) mixer and
the integrated (new) mixer. The two mixers are made the same. The
mixer consists of 19 common and 1 unique Inconel 625 lobes welded
to an inner and outer fairing. Two pin brackets are attached to the
upper mixer to support the nozzle when the thrust reverser cowls are
open. The mixer attaches to the TEC flange with 69 bolts. The mixer
is a welded Inconel 625 metallic structure. On the non-integrated (old)
mixer an upper mixer fairing is attached to the unique lobe. On the
integrated (new) mixer there is no upper mixer fairing.
CENTERBODY
The centerbody attaches to the engine inner exhaust frame to exhaust
engine gases. It is a one-piece conical structure with a mount ring,
stiffeners, and an open aft end to expel engine gases.
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COMMON NOZZLE ASSSEMBLY - MIXER & CENTERBODY

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NACELLE D/O (3)

NACELLE ACCESS DOORS
Various access doors and panels around the engine provide access for
maintenance and servicing purposes.
These doors and panels are:
- pressure relief door,
- starter valve handle access,
- blowout door (right),
- anti-ice duct access panel,
- engine oil fill access,
- blowout door (left).
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NACELLE ACCESS DOORS

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ENGINE D/O (3)

GENERAL
The CFM56-5C series engine is an axial flow, dual spool, high bypass
ratio, turbo-fan engine designed for use with a long duct, forced mixed
flow exhaust system. The single stage fan and 4 stage booster is driven
by a 5 stage Low Pressure Turbine (LPT). A 9 stage, variable geometry,
High Pressure Compressor (HPC) is driven by an air cooled single stage
turbine. A full annular combustor with 20 duplex fuel nozzles distributes
the fuel to provide the heat energy to drive the turbines with residual
energy providing thrust. The accessory drive system extracts energy from
the HP rotor to drive the engine and engine-mounted aircraft accessories.
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GENERAL

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ENGINE D/O (3)

ENGINE MODULES
The basic engine is an assembly of primary units, which are identified
as modules. These modules can be independently replaced in the shop
and are specified as follows:
- LP compressor case,
- high pressure compressor,
- combustion chamber,
- high pressure turbine,
- low pressure turbine,
- accessory drive gearbox.
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ENGINE MODULES

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ENGINE D/O (3)

ROTATING ASSEMBLIES
The engine includes two major rotating assemblies:
- The Fan/Booster rotor, or LP rotor assembly, and
- The Compressor rotor, or HP rotor assembly.
FAN/BOOSTER (LP) ROTOR
The fan/booster (LP) rotor consists of a single-stage fan and a 4-stage
booster compressor mounted on a common shaft and driven by a
5-stage LP turbine. The fan and booster are located in the fan case
along with the stator vanes and outlet guide vanes. The fan case is
part of the fan frame assembly, one of the major structural components
of the engine. The transfer and accessory gearboxes are attached at
the lower part of the fan case.
The LPT module is a 5-stage axial-flow turbine. It is installed between
the High-Pressure Turbine (HPT) and the LP turbine support frame.
The LPT rotor includes stage 1-5 turbine disks. The LPT stator case
includes stage 2-5 nozzles (vanes). The cooling tubes and manifolds
for the Low Pressure Turbine Active Clearance Control (LPTACC)
system are mounted externally on the LPT case. The LPTACC system
controls turbine blade tip clearances.
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ROTATING ASSEMBLIES - FAN/BOOSTER (LP) ROTOR

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ENGINE D/O (3)

ROTATING ASSEMBLIES (continued)
HP ROTOR
The HP system includes:
- the HPC,
- the combustion chamber,
- the HPT.
The HPC rotor is a 9-stage assembly. The rotor consists of the stage
1 and 2 disks, which form a spool, a separately attached stage 3 disk
and a spool containing stage 4 - 9 disks. All 9 stages of the compressor
stator are shrouded. The Inlet Guide Vanes (IGV) and the first 3 stages
of the compressor are variable vanes controlled by the Full Authority
Digital Engine Control (FADEC) system. The casing is composed of
two semi-cylindrical halves, permitting a quick access to the core
engine compressor.
The HPT module is composed of the single-stage turbine disk and
nozzle. The nozzle is supported by the HPT case, the rotor is attached
to the high pressure compressor rotor. The High Pressure Turbine
Active Clearance Control (HPTACC) cooling manifold surrounds the
HPT shroud support to control the HPT blade tip clearance.
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ROTATING ASSEMBLIES - HP ROTOR

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ENGINE D/O (3)

ROTATING ASSEMBLIES (continued)
COMBUSTION CHAMBER AND HP TURBINE
The combustion case provides a structural interface, for the
transmission of the engine axial load, and gives a gas flow path
between the compressor, the combustor and the HPT. The combustion
case encloses the combustion chamber and HPT components. The
combustion chamber, the HPT nozzle assembly, and the stage 1 LPT
nozzle assembly are installed in and structurally supported by the
combustion case. The case holds and positions the 20 fuel nozzles, 2
igniters, and fuel manifolds.
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ROTATING ASSEMBLIES - COMBUSTION CHAMBER AND HP TURBINE

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ENGINE D/O (3)

ROTATING ASSEMBLIES (continued)
LP TURBINE
The Low Pressure Turbine (LPT) module is a 5-stage axial-flow
turbine. It is mounted between the high pressure turbine and the turbine
frame.
The LPT stator assembly consists of:
the LPT case assembly
the stages 2-5 LPT nozzle assemblies
the air cooling tubes and manifolds assembly
the A8 flange extension and the partial axial flow bulkhead
arrangement.
The LPT rotor assembly includes:
the LPT disks
the stage 1 blade assemblies
the stage 2-5 blade assemblies
the turbine rotor support
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ROTATING ASSEMBLIES - LP TURBINE

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ENGINE D/O (3)

ROTATING ASSEMBLIES (continued)
ENGINE BEARINGS
The engine rotors are supported by bearings installed in the sump
cavities provided by the two frames. The FWD sump is in the fan
frame and is the location of bearings No.1, No.2 (fan/booster shaft),
and No.3 (HP rotor). No.1 ball bearing is the LP rotor thrust bearing.
The No.2 roller bearing carries primarily radial loads from the fan
and booster rotor. The No.3 thrust bearing is made up of one ball and
one roller bearing. It carries the HP rotor axial and radial loads. The
AFT sump is in the turbine rear frame and is the location of No.4 and
No.5 bearings. The No.4 roller bearing is installed between the HPT
rear shaft and the LPT shaft and carries the HPT radial loads. The
No.5 roller bearing supports the LPT AFT end and takes the LPT
radial loads.
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ROTATING ASSEMBLIES - ENGINE BEARINGS

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ENGINE D/O (3)

ACCESSORY DRIVE SECTION
The engine and aircraft accessories are driven by the Accessory Gearbox
(AGB), which is mounted on the lower portion of the fan case. The AGB
is driven by the HPC. The HPC drives the inlet gearbox located at the
front end of the HP shaft. From the inlet gearbox, a radial shaft drives
the Transfer Gearbox (TGB) also mounted on the lower fan case. From
the TGB, a horizontal drive shaft drives the AGB. Quick-Attach-Detach
(QAD) accessory mounting flanges are supplied for all accessories.
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ACCESSORY DRIVE SECTION

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ENGINE D/O (3)

ACCESSORY DRIVE SECTION (continued)
ACCESSORY GEARBOX
The AGB module is mounted under the fan case at 6 o' clock. It is a
gear train that reduces or increases the rotational speed to meet the
specific drive requirements of each accessory.
The AGB housing front face has installation pads for the following
accessories and equipment:
- lubrication unit,
- hydraulic pump,
- hand cranking drive,
- Electronic Control Unit (ECU) alternator (FADEC power supply),
- Integrated Drive Generator (IDG).
The AGB housing rear face connects with the horizontal drive shaft
housing and has installation pads for the following equipment:
- fuel pump/Hydromechanical Unit (HMU),
- starter,
- the N2 speed sensor.
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ACCESSORY DRIVE SECTION - ACCESSORY GEARBOX

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ENGINE D/O (3)

DRAINS SYSTEM
The drain and vent system is composed of lines collecting and carrying
waste fluids and vapors overboard from the engine and its accessories,
nacelle and pylon cavities. Drains are installed/attached onto the nacelle,
engine accessories and engine to carry fluids from any point where lines
and accessories may leak and where fluids may be accumulated in a
cavity. In addition, some drain lines serve as vents to carry air and vapor
from the engine and accessory cavities.
The drain and vent system includes two sub-systems:
- fuel drains,
- oil, hydraulic and water drains.
Fuel drain lines from operational and service drain ports are designed
without low points and are discharged overboard.
The fuel drains connected to the drains mast are:
- main fuel supply shroud and fuel nozzles,
- fuel/oil exchanger,
- HMU,
- Fuel Return Valve (FRV),
- primary (AFT) pylon drain.
Oil, hydraulic and water drain lines from operational and service drain
ports are designed without low points and are discharged overboard.
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The drains connected to the drains mast are:

- all AGB drive pad seal drains (three equipments) and FWD engine
sump,
- engine oil tank scupper,
- fuel oil heat exchanger,
- primary (AFT)and secondary (FWD) pylon drains,
- AFT core compartment oil piping shrouds drain discharges through
lower bulkhead interface into the FWD core compartment and then outside
through the venting exit,
- turbine rear frame strut is drained through tubing to mixer area and flow
path.
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DRAINS SYSTEM

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ENGINE D/O (3)

DRAINS SYSTEM (continued)
DRAINS MAST
The drains mast is "frangible" below the drain manifold to prevent
damage to the engine gearbox. Should the drain mast strike the ground
(or any object), the portion of the mast below the manifold will break
away and damage to the engine gearbox will be prevented.
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DRAINS SYSTEM - DRAINS MAST

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ENGINE D/O (3)

AERODYNAMIC STATIONS
Several aerodynamic stations are identified on the engine. These station
designations also identify the parameters measured at those points
throughout the engine. For example - P3: HPC discharge pressure.
The stations can be described as follows:
- 0 - FWD of nose cowl inlet,
- 12 - fan inlet,
- 25 - HPC inlet,
- 3 - HPC discharge,
- 49.5 - Exhaust Gas Turbine (EGT) measurement plane,
- 5 - LPT discharge.
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AERODYNAMIC STATIONS

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AERODYNAMIC STATIONS

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ENGINE D/O (3)

BORESCOPE ACCESS PORTS
The booster stator assembly has two borescope inspection provisions.
Location at 4:30 o' clock. From front to rear, their identification is S03
(in the plane of booster, stage 3) and S05 (in the plane of booster, stage
5).
The HPC front and rear stator assembly has nine borescope inspection
provisions. Location between 4 and 5 o' clock. Starting from the
compressor inlet plane (IGV) and progressing rearwards, their
identification is as follows:
- S1, S2, S3, S4, S5, S6, S7, S8 and S9.
The combustion case assembly has eight borescope inspection provisions
located around the case and in three different planes.
Starting from the front flange of the case and progressing rearwards, their
identification is as follows:
- S10 and S11,
- S12, S13, S14 and S15,
- S16 and S17.
The LPT case assembly has four borescope inspection provisions.
Location at 5 o'clock approximately. Starting from the LPT case front
flange and progressing rearwards, their identification is as follows:
- S18, S19, S20 and S21.
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BORESCOPE ACCESS PORTS

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ENGINE FUEL SYSTEM D/O (3)

GENERAL
The engine fuel system is designed to supply metered fuel to the
combustion chamber and to operate engine sub-systems. The fuel is also
used to cool the engine oil and the Integrated Drive Generator (IDG) oil.
The fuel supplied from the tanks flows through a centrifugal pump, then
through the main oil/fuel heat exchanger and the High Pressure (HP) fuel
pump and filters. The fuel from the HP fuel pump is delivered to the
Hydromechanical Unit (HMU) in 2 flows:
- the primary flow is directly supplied to the HMU section which controls
the fuel flow to the fuel nozzles (through the fuel flowmeter),
- the other part of the fuel flow goes through the servo fuel heater. It then
flows to the HMU to control:
- the active clearance control,
- the compressor control: Variable Bleed Valves (VBVs) and Variable
Stator Vanes (VSVs),
- the Fuel Metering Valve (FMV).
The unburned fuel from the HMU and the return flow from the servos
are sent through the Integrated Drive Generator (IDG) oil cooler. The
fuel flow then goes:
- back to the centrifugal pump outlet, if the Fuel Return Valve (FRV) is
closed, or
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- back to the A/C fuel tank, mixed with cold fuel from the centrifugal
pump outlet, if the FRV is open.

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GENERAL

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GENERAL

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ENGINE FUEL SYSTEM D/O (3)

set to ON, it opens the LP valve directly and opens the HPSOV under
GENERAL (continued) control of the Electronic Control Unit (ECU).
The ECU controls the fuel flow through the metering valve, located
LOW PRESSURE FUEL
inside the HMU, in response either to the throttle control lever or the
The fuel coming from the aircraft tanks through the Low Pressure autothrust system command. Normal engine shut down is initiated by
(LP) valve is supplied to the LP stage of the engine driven fuel pump. setting the MASTER switch OFF which closes the LP valve and the
The engine driven fuel pump, mounted on the accessory gearbox, HPSOV directly. The ECU can also close the HPSOV automatically
includes both low pressure and high-pressure pumps. in case of an aborted start sequence on the ground.
The LP stage supplies fuel to the Main Oil/Fuel Heat Exchanger where
the engine oil heats the fuel and the fuel cools the engine oil. The fuel MONITORING
then passes through the LP fuel filter. The ECU uses various sensors to monitor the fuel system and to supply
indicating. The indications are shown on the ECAM:
HIGH PRESSURE FUEL
- the fuel flow transmitter supplies fuel flow and fuel used indications,
The filtered LP fuel is supplied to the High Pressure (HP) stage of the - the LP fuel filter differential pressure switch gives the fuel CLOG
engine driven fuel pump. indication.
The HP fuel pump pressurizes the fuel and sends it to the To monitor the metering valve and the HPSOV positions, the ECU
Hydromechanical Unit (HMU). The HMU is mounted on the fuel uses sensors inside the HMU. In case of aborted start sequence, the
pump assembly and contains several Torque Motor (TM) servo valves. FAULT light will illuminate on the ENGine MASTER panel.
The TM servo valves operate the compressor control systems as well
as the rotor and turbine clearance control systems. A TM servo valve
controls the metering valve, which delivers metered fuel flow to the
combustion chamber.
This fuel flow from the HMU, is successively supplied to the fuel
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flow transmitter, the fuel manifolds and the fuel nozzles.

A servo valve controls the High Pressure Shut-Off Valve (HPSOV)
located inside the HMU, downstream from the metering valve.
The HPSOV is used to maintain sufficient pressure to the nozzles.
When the MASTER Switch is selected OFF, the HPSOV closes and
stops the fuel flow for engine shut-down.
CONTROL
Before start, make sure that the MASTER switch is set to OFF, the
LP valve and the HPSOV are closed. When the MASTER switch is

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GENERAL - LOW PRESSURE FUEL ... MONITORING

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ENGINE FUEL SYSTEM D/O (3)

FUEL PUMP AND FILTER ASSEMBLY
After passing through the Low Pressure (LP) valve, which is open when
the Master Switch is ON, the fuel enters the LP stage of the fuel pump.
The fuel is then delivered to the main oil/fuel heat exchanger. It passes
through a disposable filter before going to the HP stage of the pump. The
fuel then enters the wash filter where the servo fuel only is filtered.
The fuel then returns to the pump upstream of the filter, between the LP
and HP fuel pump stages. The fuel returns through a port located on the
oil/fuel heat exchanger. If the filters or heat exchanger become clogged,
a number of bypass valves are available to prevent.
FUEL FILTER
This fuel filter is located between the main oil/fuel heat exchanger
and fuel pump HP stage. The filter's disposable cartridge is designed
to retain foreign material. The cartridge is periodically replaced. The
removed cartridge is discarded.
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FUEL PUMP AND FILTER ASSEMBLY - FUEL FILTER

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ENGINE FUEL SYSTEM D/O (3)

SERVO FUEL HEATER
The servo fuel heater is a heat exchanger which uses 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 flowpaths. The oil initially lubricates and cools the engine sumps.
It then 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.
F5D11271 - F38T0TG - FM70D30000000C1

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SERVO FUEL HEATER

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ENGINE FUEL SYSTEM D/O (3)

HMU FUEL SHUT-OFF VALVE
The ENG/MASTER switch controls the channel A and channel B fuel
The HMU contains several torque motors. The torque motors receive shut-off valve solenoids.
electrical signals from the Electronic Control Unit (ECU) and convert
them into engine fuel flow and hydraulic signals to various external NOTE: Note that each ENG/MASTER switch also controls the LP
systems. Pressurized engine fuel is used as the hydraulic pressure source. fuel valve.
FUEL METERING The HP fuel shut-off valve opens when all three of the following
conditions are met:
The fuel-metering valve is hydraulically driven through a torque
- ENG/MASTER switch selected ON (solenoid de-energized),
motor/servo valve controlled by the ECU. The torque motor contains
- positive fuel pressure from FMV (Fuel Metering Valve),
two electrically isolated, independent coils one dedicated to channel
- ECU command to the FMV when the start sequence is identified.
A and the other to channel B of the ECU. A differential
pressure-regulating valve maintains a constant pressure drop across OVERSPEED GOVERNOR
the metering valve. As a result, fuel flow varies in proportion to the The overspeed governor is of the fly ball type. It is designed to prevent
metering valve position. Two fuel metering valve position resolvers, the engine from exceeding a steady state speed of 106.05 percent N2.
one dedicated to each channel in the ECU, produce an electrical It is a mechanical backup of the ECU overspeed protection function.
feedback signal in proportion to the fuel metering valve position in
order to achieve closed loop electrical control.
MOTIVE FLOW MODULATION
The HMU contains 5 additional torque motors that modulate hydraulic
signals to the:
- LP turbine clearance control valve (LPTCCV),
F5D11271 - F38T0TG - FM70D30000000C1

- HP turbine clearance control valve (HPTCCV),

- Transient Bleed Valve (TBV) clearance control,
- VSV actuators,
- VBV actuators.
Each torque motor contains two electrically isolated, independent
coils. One is dedicated to channel A, the other to channel B, of the
ECU.
The HMU also contains two solenoids for high pressure fuel shut-off
signal.

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HMU - FUEL METERING ... OVERSPEED GOVERNOR

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ENGINE FUEL SYSTEM D/O (3)

FUEL NOZZLE
The fuel nozzles are installed into the combustion case assembly; they
are connected to the fuel manifold assembly. The twenty fuel nozzles
supply fuel to the combustion chamber in a spray pattern.
Nozzles located in the pilot burning area in the combustion chamber, on
either side of the igniter plugs, have an increased primary fuel flow and
a wider spray angle. Identification:
- blue band on regular fuel nozzles,
- silver band on richer and wider spray fuel nozzles.
F5D11271 - F38T0TG - FM70D30000000C1

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FUEL NOZZLE

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ENGINE FUEL SYSTEM D/O (3)

FUEL RETURN VALVE
The purpose of the fuel return valve is to return the fuel flow to the tank.
The return fuel flow is controlled at the IDG oil cooler outlet by the
engine oil temperature through ECU command. The fuel return valve has
a shutoff function when the engine is shut down. It is commanded by a
signal from the HMU shutoff valve, which overrides any ECU command.
The unfiltered flow from the wash filter feeds the engine combustion
chamber through the metering valve, the pressurizing valve and the
nozzles. The filtered flow passes through the servo fuel heater and then
into the HMU. The servo fuel heater warms the fuel to prevent jamming
of the HMU servo-mechanisms due to ice particles. The returning fuel,
bypassed from the bypass valve and the servos, flows through the IDG
oil cooler, to cool the IDG oil.
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FUEL RETURN VALVE

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ENGINE FUEL SYSTEM D/O (3)

- Measured fuel flow greater than 5890 pph (2671 kg.min),
FUEL RETURN VALVE (continued) - When the ECU receives the inhibition signal to shut off the FRV.
Other A/C inhibitions force FRV to be closed such as tank fuel
FUEL RETURN VALVE
temperature limit, fuel tank low lever.
The rectangular-shaped FRV (starting from top and clockwise) has 6 - On ground, the second level (high return flow) is selected when
fuel nipples for connection with the tubing, which follows: engine oil temperature reaches 70°C. Then, FRV is closed when engine
- Fuel return line to aircraft tank (WRT), oil temperature drops below 60°C.
- Shut-off signal line from the HMU (P Stop), - In flight, the thresholds are also 70°C (opening) and 60°C (closing)
- Bypass line to the fuel pump LP stage (CLP), except when the fuel inner tank temperature is below 15°C, and the
- Line from the fuel pump HP stage (PSF), flight phase is not the end of cruise. The engine oil thresholds become
- Cold fuel line from the fuel pump LP stage (CLP), 50°C (opening) and 40°C (closing) when the fuel inner tank
- Hot fuel line from the IDG oil cooler (HLP), temperature is below 15°C, and the flight phase is not the end of cruise.
- Fuel drain line. In order to leak check the fuel system, the FRV is controlled to the
The FRV has also 2 electrical receptacles for connection with the high return flow when an engine wet motoring is performed.
channels A and B of the ECU.
The FRV controls two flow levels through 2 solenoids energized by
ECU, depending of the engine oil temperature.
ECU energizes V1 solenoid for low return flow operation.
ECU will energize V1 and V2 solenoids for high return flow operation.
The solenoid valves V1 and V2 are spring-loaded in the closed position
when de-energize.
The Fuel Return Valve (FRV) mixes a cold fuel flow (from the engine
LP fuel pump) with the hot fuel flow (from IDG cooler) in the return
F5D11271 - F38T0TG - FM70D30000000C1

line to prevent fuel temperature from exceeding 120°C transient.

Psf pressure (from engine HP fuel pump) is directed to one side of
the shut-off valve's piston. The Psf pressure counteracts the spring
force and the shut-off valve opens. The shut-off valve has a dual
position switch to provide a closed/not closed indication, and these
position switch indication are processed by the ECU.
The fuel is not recirculated when the FRV receives an HMU hydraulic
signal at the engine shutdown or when the ECU does not command
first or second level of recirculated fuel if any of the following
conditions is met:
- N2 less than 50 percent,
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FUEL RETURN VALVE - FUEL RETURN VALVE

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FUEL RETURN VALVE - FUEL RETURN VALVE

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FUEL RETURN VALVE - FUEL RETURN VALVE

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ENGINE FUEL SYSTEM D/O (3)

GENERAL OPERATION
STARTING AND THRUST CONTROL
During engine start-up, when the ENGine MASTER switch is set to
ON, the LP fuel shut off valve is commanded to open through the
master switch slave relay. The Pressurizing Shut Off Valve (PSOV)
is de-energized and in the closed position.
The ECU manages the engine thrust by controlling the metering valve
torque motor. This control depends on the Throttle Resolver Angle
(TRA) or on inputs from the Auto Thrust System via the Engine
Interface and Vibration Monitoring Unit (EIVMU).
When the metering valve opens, under ECU control, the metered fuel
flow opens the PSOV. The Fuel Nozzles are then supplied through
the fuel flow transmitter.
The position of the PSOV is given to the ECU (channel A and B) by
the switch in the HMU.
F5D11271 - F38T0TG - FM70D30000000C1

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GENERAL OPERATION - STARTING AND THRUST CONTROL

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ENGINE FUEL SYSTEM D/O (3)

GENERAL OPERATION (continued)
SHUTDOWN
When the ENGine MASTER switch is set to OFF, it sends an engine
shutdown and a FADEC reset signal to the ECU. The solenoid is
energized and closes the PSOV.
F5D11271 - F38T0TG - FM70D30000000C1

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GENERAL OPERATION - SHUTDOWN

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ENGINE FUEL SYSTEM D/O (3)

GENERAL OPERATION (continued)
MONITORING
FUEL FILTER CLOG: Impending fuel filter clogging is detected by
the fuel filter differential pressure switch, which sends a signal to the
ECU. In the cockpit, an ECAM warning - "FUEL FILTER CLOG" -
is displayed on the E/WD and an amber "CLOG" indication appears
on the SD ENGINE page.
F5D11271 - F38T0TG - FM70D30000000C1

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GENERAL OPERATION - MONITORING

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FADEC PRINCIPLE (3)

GENERAL
The ECU is a digital unit made of two independent and similar channels
of operation. The two channels are identified as channel A and B. Each
channel communicates with the other one. All the hardware is mounted
in the same housing.
F5D11271 - F38T0TG - FM70DJ0000000C1

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GENERAL

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FADEC PRINCIPLE (3)

FADEC DESIGN - ARCHITECTURE
Each channel receives inputs from the aircraft and from a set of engine
parameter sensors and engine subsystem sensors (probes and switches).
These sensors are generally duplicated. Each channel can send outputs
to engine subsystem duplicated controls (torque motors and solenoids)
and to the aircraft.
F5D11271 - F38T0TG - FM70DJ0000000C1

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FADEC DESIGN - ARCHITECTURE

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FADEC PRINCIPLE (3)

FADEC DESIGN - PROCESS
Most FADEC operations are based on the same principle: as a response
to a demand from the aircraft or from the ECU internal schedules. Taking
into account input parameters from the aircraft and the engine parameter
sensors, the ECU generates a command signal sent to engine subsystems.
The ECU makes sure that its command has been followed by monitoring
the feedback from the engine subsystem sensors. The ECU also sends
data to the aircraft.
One channel controls while the other channel monitors. In case of input
or output failure the control channel can access the inputs and outputs of
the monitor channel through the inter channel data link.
This design keeps the ECU as serviceable as possible because it lets the
control channel stay in control if a related input or output becomes faulty.
If for some reason there is a failure of the controlling channel circuits,
control is given to the monitor channel.
Active and Stand-by channel selection is done at ECU power-up and
during operation.
F5D11271 - F38T0TG - FM70DJ0000000C1

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FADEC DESIGN - PROCESS

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FADEC PRINCIPLE (3)

ECU SUBSYSTEMS
The ECU includes three main subsystems:
- engine control,
- pressure subsystem,
- power supply.

NOTE: The subsystems are physically independent and duplicated

following the two channels, A and B.

ENGINE CONTROL
The ECU makes sure that the gas generator is controlled through: Fuel
flow control, engine transients control (acceleration and deceleration),
air flow system control through Variable Stator Vanes (VSV) and Variable
Bleed Valves (VBV), active clearance system control and idle setting
management.
Engine limit protection has: an overspeed protection related to fan speed
(N1) and core speed (N2) to prevent overrun of engine, and engine turbine
exhaust gas temperature monitoring (EGT).
The ECU manages the engine power both in manual or autothrust setting.
ECU also controls the thrust rating through the amount of air bled from
the core.
F5D11271 - F38T0TG - FM70DJ0000000C1

The ECU gives automatic engine start sequencing, controlling fuel valves
and monitoring engine parameters (N1, N2, EGT). The ECU manages
the thrust reverse actuation through the Hydraulic Control Unit (HCU),
for deploying and stowing conditions. And also controls the engine power
during thrust reverser operation. Engine sensors are used by the ECU to
monitor the engine and also to give indication in the cockpit. The ECU
has control over system failures; it detects, isolates and records them.

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ECU SUBSYSTEMS & ENGINE CONTROL

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FADEC INTERFACE AND ARCHITECTURE D/O (3)

GENERAL
The Full Authority Digital Engine Control (FADEC) controls and
monitors the engine system. It includes the Electronic Control Unit (ECU),
which is a dual channel computer, and a set of peripherals (control
components, sensors) directly connected to it. The FADEC also uses
information from some aircraft systems, centralized by an interface
computer called the Engine Interface and Vibration Monitoring Unit
(EIVMU).
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GENERAL

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FADEC INTERFACE AND ARCHITECTURE D/O (3)

Each torque motor contains two electrically isolated, independent
FADEC INTERFACE coils. One is dedicated to channel A, the other to channel B, of the
ECU.
The FADEC uses various types of components for engine control and
monitoring, and indication of primary and secondary parameters. Discrete, FUEL RETURN VALVE
analog and digital signals are processed by the system. The ECU controls the return of fuel to the aircraft thanks through the
FUEL SYSTEM INPUTS/OUTPUTS FUEL RETURN VALVE (FRV). The Engine Oil and IDG Oil system
heats the fuel sent back to the tank. In the same time, the fuel used
The fuel-metering valve is hydraulically driven through a torque
cools down the engine oil and IDG oil system..
motor/servo valve by the ECU. The torque motor contains two
The ECU controls the fuel flow of the FRV by energizing solenoid
electrically isolated, independent coils, one dedicated to channel A,
S1 (low return fuel flow), and solenoid S2 (high return fuel flow).
the other to channel B of the ECU. A differential pressure regulating
A shut-off feedback switch (in the FRV) sends to the ECU the
valve maintains a constant pressure drop across the metering valve.
ON/OFF feedback logic of the FRV control.
As a result, fuel flow varies proportionally with metering valve
position.
Two fuel-metering valve position resolvers, one dedicated to each
channel in the ECU, produce an electrical feedback signal in proportion
to fuel-metering valve position. The ECU uses this signal to compute
the current required at the fuel-metering valve torque motor to achieve
closed loop electrical control.
The overspeed governor is of the fly ball type. It is designed to prevent
the engine from exceeding a steady state speed in excess of 106.05
percent N2.
One set of two switches gives information to the ECU about the
F5D11271 - F38T0TG - FM70DA0000000C1

position of the Pressurizing and Shut Off Valve (PSOV). Each switch
is connected to one channel of the ECU.
The HMU contains 5 additional torque motors/pilot valves that
modulate hydraulic signals to the following:
- LP turbine clearance control valve,
- HP turbine clearance control valve,
- transient bleed clearance control valve,
- variable stator vane actuators,
- variable bleed valve actuator.

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FADEC INTERFACE - FUEL SYSTEM INPUTS/OUTPUTS & FUEL RETURN VALVE

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FADEC INTERFACE AND ARCHITECTURE D/O (3)

FADEC INTERFACE (continued)
ENGINE AIR SYSTEM INPUTS/OUTPUTS
The HPTACC valve has integrated dual butterfly valves driven by a
single fuel powered actuator. The dual channel Linear Variable
Differential Transducers (LVDTs) installed on the actuator give the
position feedback to the ECU.
In the LPTACC, the butterfly valve position determines the amount
of fan air discharged entering the manifold and cooling tube assembly.
The Rotational Variable Differential Transducers (RVDTs), built in
the valve, send the valve position to the ECU as a feedback, to compare
with the position demand.
The Transient Bleed Valve (TBV) has a two-position butterfly valve
that is normally closed. It has one actuator and a valve body with one
flow path. A dual channel LVDT gives the position feedback to the
ECU.
Two LVDTs, one per actuator, transmit the VSV position to the ECU.
The left hand side feedback sensor is connected to channel A and the
right hand side feedback sensor to channel B.
The bleed valve position sensor transmits the angular position of the
VBV doors to the ECU by an electrical feedback signal. It is an RVDT,
and it is mounted onto the stop mechanism.
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FADEC INTERFACE (continued)
THRUST REVERSER SYSTEM INPUTS/OUTPUTS
Control and feedback signals are exchanged with the engine ECU.
The HCU includes the following control items:
- one isolation control valve and solenoid,
- one directional control valve and solenoid,
- one pressure switch.
The thrust reverser position signals from the stow and deploy switches
are received by the ECU, and transmitted via the ECU ARINC output
bus to the DMC for display on the E/WD, and to the FWC for warning
activation.
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FADEC INTERFACE - THRUST REVERSER SYSTEM INPUTS/OUTPUTS

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FADEC INTERFACE (continued)
STARTING/IGNITION SYSTEM INPUTS
The starter Shut Off Valve (SOV) is normally closed, electrically
controlled and pneumatically operated. It is designed to control the
compressed air delivery to the starter. The SOV reacts to an electrical
order that is sent by the engine ECU.
The ignition system requires 115V, 400Hz from the electrical system
via the ECU. The ECU controls the operation of ignition exciters A
and B. The ignition exciters transform the 115V, 400Hz into 20KV
high voltage pulsating current.
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The master magnetic chip detector contains magnets that catch metal
FADEC INTERFACE (continued) particles in suspension in the oil scavenge flow system. Metal particles
bridge the gap of magnets and transmit an electrical signal to the ECU.
FADEC ELECTRICAL INPUT FOR CONTROL,
The N1 sensor is a magnetic probe. 30 teeth are installed on the fan
MONITORING AND INDICATION shaft. The crossing of each tooth changes the magnetic field of the
The signal from the fuel flow transmitter is transmitted to the ECU. probe magnetic head and causes a flux variation in the coils. This
The ECU transforms this signal into a digital signal. This digital signal generates an alternating electromotive force proportional to the
is then transmitted through the Data Management Computer (DMC) rotational speed of the low-pressure assembly.
or the Flight Warning Computer (FWC) and DMC to: The N2 sensor is a magnetic probe installed on the Accessory Gearbox
- the E/WD for the fuel flow indication, (AGB). The crossing of each tooth in front of the probe magnetic head
- the SD for the fuel used indication. changes the magnetic field and so makes a flux variation in the coils.
The function of the fuel return valve is to return hot fuel to the fuel The flux variation generates an alternating electromotive force
tank to dissipate the heat. The return fuel flow is controlled at the proportional to the rotational speed of the High Pressure (HP) rotor
Integrated Drive Generator (IDG) oil cooler outlet by the engine oil assembly.
temperature through the ECU command. The fuel return valve has a The analog signal from the nacelle temperature sensor is received by
shutoff function when the engine is shut down. It is commanded by the ECU, digitized by the ECU and then sent as ECU ARINC outputs
a signal from the Hydro-mechanical Unit (HMU) shutoff valve, which to the DMC for display on the SD, and to FWC for warning activation.
overrides any ECU command. The fuel return valve controls two flow The operating principle of the nacelle temperature sensor is based on
levels through two solenoids energized by the ECU. the properties inherent to metals (in this case, platinum): its resistance
The signal from the fuel filter differential pressure switch is transmitted varies in relation to temperature. A current generated by the ECU and
to the ECU. The ECU transforms this signal into a digital signal. supplied to the probe resistor has its signal modified by the temperature
This digital signal is then transmitted to the SD through the DMC or surrounding the probe.
the FWC and DMC. The T case sensor (HP TC on schematic) supplies electrical signals,
F5D11271 - F38T0TG - FM70DA0000000C1

The discrete signal from the oil filter differential pressure switch is which are directly proportional to the temperature at the High Pressure
transmitted to the ECU. The ECU transforms this signal into a digital Turbine (HPT) shroud ring. The sensor sends these electrical signals
signal. This digital signal is then transmitted to the SD through the to the ECU, which will then set the amount of cooling air sent to the
DMC or the FWC and DMC. high-pressure turbine section of the engine.
The analog signal from the oil temperature sensor is transmitted to The Exhaust Gas Temperature (EGT) sensing system is installed at
the ECU. the aerodynamic station 49.5. This EGT value is used to monitor the
The ECU transforms this signal into a digital signal. This digital signal engine condition. The system includes nine probes, secured on the
is then transmitted to the SD through the DMC or the FWC and DMC. Low Pressure Turbine (LPT) case and the sensing elements are
immersed in the LPT nozzle stage 2. They are connected together
through a wiring harness.

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The T3 thermocouple supplies electrical signals, which are directly
proportional to the temperature at the thermocouple probe location.
It sends an electrical signal to the ECU, which will then set the amount
of cooling air sent to the compressor rotor section of the engine.
The resistance of the dual sensing element of the T12 sensor changes
with the air flow temperature. This temperature indication is
transmitted to the aircraft equipment through channel A and channel
B connectors.
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FADEC INTERFACE - FADEC ELECTRICAL INPUT FOR CONTROL, MONITORING AND INDICATION

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FADEC INTERFACE AND ARCHITECTURE D/O (3)

FADEC INTERFACE (continued)
PRESSURE MODULE
Five pneumatic pressure signals are sent to the ECU pressure
sub-system. Inside the ECU, transducers convert the pneumatic signals
into electrical signals.
The three pressures used for engine control (P0, PS12, PS3) are
supplied to both channels. The two optional monitoring pressures are
supplied to a single channel:
- PS13 is dedicated to channel A,
- PS25 is dedicated to channel B.
When the optional monitoring kit (PMUX) is not required, PS25 and
PS13 ports are blanked off, and the two dedicated transducers are not
installed in the ECU.
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FADEC INTERFACE - PRESSURE MODULE

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FADEC INTERFACE AND ARCHITECTURE D/O (3)

FADEC INTERFACE (continued)
ENGINE RATING/IDENTIFICATION PLUG
The engine rating/identification plug gives to the ECU the engine
configuration information for proper engine operation. It is plugged
into connector P11 and attached to the fan case by a metal strap. It
remains with the engine even after ECU replacement. It is a double
plug split into two parts:
- rating plug (outer plug),
- engine plug (inner plug).
In the rating plug, there is information concerning the engine model,
and the option parameter (PMUX/Non PMUX). In older version engine
plugs, there are the engine serial number (740xxx) and the trim level
(trim 0 to 7). New versions have the trim level only. The plug includes
a coding circuit, soldered to the plug connector pins. It has fuse links,
which ensure, or prohibit connections between the different plug
connector pins.
The ECU stores schedules, in its Non-Volatile Memory (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.
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FADEC INTERFACE - ENGINE RATING/IDENTIFICATION PLUG

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FADEC INTERFACE AND ARCHITECTURE D/O (3)

electrical signals by two mechanically coupled resolvers. These signals
FADEC INTERFACE are named Throttle Resolver Angle (TRA).
They are directly hardwired from the resolver to the ECU with no
The FADEC has interfaces with aircraft systems and cockpit controls. It
electrical interconnection between channels. To sense the TRA signal,
receives and sends digital and discrete data. The Engine Interface
the ECU supplies the TRA excitation. The Autothrust (A/THR)
Vibration Monitoring Unit (EIVMU), installed in the avionics bay,
instinctive disconnect discrete signal is also hardwired to the ECU.
concentrates both digital and discrete signals from the cockpit and other
computers to communicate via a digital bus with the ECU installed on AIRCRAFT SYSTEMS DISCRETE INPUT
the engine. The ECU also receives a ground signal from the Landing Gear Control
OVERHEAD PANEL AND CENTRAL PEDESTAL Interface Unit (LGCIU), via the EIVMU.
ENGINE CONTROL DISCRETE INPUT DIGITAL INPUT TO ECU VIA THE EIVMU
The cockpit panels ENGine START, ENGine MASTER, ENGine The EIVMU interfaces with various computers and controls and with
MANual START, ANTI ICE have their selectors and pushbuttons the ECU for the following main functions:
hardwired to the EIVMU. The different positions of these rotary - transmission of cockpit panel and aircraft computer data to the ECU,
selectors and pushbuttons are sent to the EIVMU, which sends them - internal processing of some status signals needed by the ECU,
to the ECU through an ARINC data bus connection. - control of aircraft electrical supplies to the ECU,
The ECU is normally supplied with power by a permanent magnet - engine to engine segregation,
alternator driven by the gearbox, when the engine is running. It can - internal processing of engine status signals needed by aircraft
be re-powered for maintenance tasks by using the ENG FADEC GND systems,
PWR pushbutton located on the overhead MAINT panel. This button - engine vibration signal processing and monitoring.
is hardwired to the EIVMU and allows electrical supply to the ECU The following categories of aircraft data are transmitted by the EIVMU
through the EIVMU. to the ECU:
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In normal operation, the ENGine START, ENGine MASTER, and - general aircraft data,
ENGine MANual START controls allow starting, ignition and shut - idle setting data according to bleed status parameter processed by
down. The ECU initiates these sequences. These switch positions are the Zone Controller (ZC),
sent to the ECU on the EIVMU digital data bus. - engine starting data,
To initiate Engine control functions with the non-availability of digital - autothrust function data,
information from the EIVMU, a hardwired alternate start discrete - maintenance function data.
signal is acquired by the ECU.
DIRECT DIGITAL INPUT TO ECU
THROTTLE LEVER ANALOG AND DISCRETE INPUT
The ECU receives air data input from the engine (P0, Ps12, T12) and
The Control of the engine is achieved by modulation of a throttle lever the aircraft ADIRS (Ps, Pt, TAT), which are then compared for
angle. The angle position of the throttle lever is connected in analog accuracy. These sources give the redundancy in the event of a fault.

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Air data parameters are used by the ECU for the power management The DMCs and the FWCs use FADEC system data for engine
and control of the engine. parameter displays and engine fault warning messages respectively.
The air data parameters involved are as follows:
- static air pressure: (Engine P0, Aircraft Ps),
- total air pressure: (Engine Ps12, Aircraft Pt),
- Total Air Temperature: (Engine T12, Aircraft TAT).
ECU DISCRETE AND DIGITAL OUTPUT
Each ECU (channel A only) sends one engine not running signal (N2
< 50%) to:
- Hydraulic System Monitoring Unit (HSMU) for automatic Ram Air
Turbine (RAT) extension and automatic electrical pump activation,
- flight control system for surface deflection speed limitation in case
of RAT extension,
- electrical shedding logics.
Each signal is monitored by the related EIVMU.
The ECU transmits to the aircraft computers, on four ARINC buses
(two per channel A1-A2-B1-B2), the propulsion system status
information. Information contained on the ECU output buses include
the following general items:
- engine rating parameter information,
- parameters used for engine control,
- FADEC system maintenance data,
- engine condition monitoring parameters,
F5D11271 - F38T0TG - FM70DA0000000C1

- ECU status and fault information,

- propulsion system status and fault information.
The following aircraft computers receive the ECU ARINC bus outputs:
- EIVMU,
- FWC,
- DMC,
- Flight Management Guidance and Envelope Computer (FMGEC).
The EIVMU uses FADEC system data for the following functions:
- aircraft systems logic use,
- transmission of ECU ARINC data to the Data Management Unit
(DMU).
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FADEC INTERFACE - OVERHEAD PANEL AND CENTRAL PEDESTAL ENGINE CONTROL DISCRETE INPUT ... ECU DISCRETE AND
DIGITAL OUTPUT
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EIVMU INTERFACES (3)

ECU INTERFACES DIGITAL INPUTS
The EIVMU receives digital inputs from:
The Engine Interface and Vibration Monitoring Unit (EIVMU) is linked - Flight Control Unit (FCU) for Auto Flight System (AFS) and A/THR
to the Electronic Control Unit (ECU) by one output bus and by two signals,
identical input buses which carry exactly the same information. The - Central Maintenance Computer (CMC) for interrogation through
EIVMU takes its information automatically from the "better" bus in case MCDU,
of transmission problems. The EIVMU controls the power cut-off for - printer.
ECU and igniters. The EIVMU is used in the thrust reverser deployment
control logic. The EIVMU interfaces signals and data between aircraft DISCRETE INPUTS
computers, cockpit panels and ECU (display data, monitoring data for The EIVMU receives discrete inputs from:
maintenance use). - RLA switch from the Throttle Control Unit (TCU) (thrust reverse
selection),
ECS INTERFACE - Slat Flap Control Computer (SFCC) for approach idle selection,
The EIVMU receives one input bus from the Environmental Control - Landing Gear Control and Interface Unit (LGCIU) for flight/ground
System (ECS). This bus provides information from the active lane of the logic and approach idle selection,
Zone Controller (ZC) (lane 1 or lane 2). The ECS determines the various - Fuel Control and Monitoring Computer (FCMC) for the Fuel Return
air bleed configurations according to the demands of air conditioning, Valve (FRV) closure logic,
wing anti-ice and nacelle anti-ice. This information is transmitted by the - engine running (N2 above 50%) signal from ECU,
EIVMU to the ECU to adjust the engine idle speed and thrust limit. - the Wing Anti-Ice (WAI) P/B. The WAI information is then sent to
the ECU to avoid the HPC stalling in this particular configuration.
ENGINE START CONTROL ANALOG INPUTS
The EIVMU identifies starting or cranking sequence according to signals The EIVMU receives analog inputs from:
F5D11271 - F38T0TG - FM70DI0000000C1

received from the cockpit engine control panels and sends them to the - low oil pressure switch,
ECU in digital format through its ARINC buses. The control panels - oil pressure transmitter,
provide the following signals to the EIVMU: - oil quantity transmitter.
- ENGine START mode selector position,
VIBRATION PROCESSING
- MASTER switch position,
- MANual START P/B state. The EIVMU receives analog inputs for vibration processing from:
- N1 speed sensor,
OTHER INTERFACES - Remote Charge Converter (RCC) for vibration transducers signals.

The EIVMU also receives and sends signals, for control and monitoring
purposes from and to various aircraft systems.
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DIGITAL OUTPUTS
The EIVMU sends digital outputs to:
- Bleed Monitoring Computer (BMC) to close the bleed Pressure
Regulating Valve (PRV) during starting sequence,
- Data Management Unit (DMU) for Aircraft Condition Monitoring
System (ACMS),
- Flight Data Interface Unit (FDIU) for the flight data recording
system,
- System Data Acquisition Concentrator (SDAC) for the EIS,
- Display Management Computer (DMC) for the EIS,
- CMC,
- printer.
DISCRETE OUTPUTS
The EIVMU sends discrete outputs for:
- N2> 50% to the Radio Altimeter (RA) and Weight and Balance
System (WBS),
- N2 > 50% to pack and APU control,
- APU boost: to the Electronic Control Box (ECB) to obtain main
engine start bleed mode,
- pack valve closure: pack flow control valve closure during engine
start,
- High Pressure ShutOff Valve (HPSOV) closed: status sent to the
ECS ZC for bleed air status processing,
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- oil low pressure on ground: Avionics Equipment Ventilation

Computer (AEVC), Flight Control Data Concentrator (FCDC), Probes
Heat Computer (PHC), Windows Heating Computer (WHC), Cabin
Intercommunication Data System (CIDS), Cockpit Voice Recorder
(CVR),
- Throttle Lever Angle (TLA) in take-off position: signal for ECS
pack ram air inlet closure and Cabin Pressure Controller (CPC)
pre-pressurization sequence,
- reverser control interlock (EIVMU 1 & 4 only).

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ECU INTERFACES ... OTHER INTERFACES

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EIVMU INTERFACES (3)

CMS INTERFACE
The ECU interfaces with the CMC through the EIVMU for all fault
reporting and maintenance operations.
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CMS INTERFACE

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EIVMU INTERFACES (3)

EIVMU POWER SUPPLY MODULE
The EIVMU power supply module supplies 115V AC from A/C electrical
network for ECU and ignition system powering. Each ECU channel is
independently supplied by the 115V AC through the EIVMU. The
EIVMU also supplies 28V DC for the Thrust Reverser Directional Valve
(TRDV).
The power supply module is part of the EIVMU box and is still
operational even if the EIVMU fails or is not powered; it contains the
switching for Full Authority Digital Engine Control (FADEC) powering
and de-powering functions.
The FADEC is automatically de-energized on ground, through the
EIVMU, after engine shut down.
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EIVMU POWER SUPPLY MODULE

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EIVMU INTERFACES (3)

EIVMU FAILURE
An EIVMU failure is identified by the "ENG (1)(2)(3)(4) EIU FAULT"
ECAM warning. The consequences of this failure are shown on the screen.
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EIVMU FAILURE

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FADEC POWER SUPPLY D/O (3)

- engine starting,
GENERAL - supply of power to the ECU, until the engine speed reaches 12% N2.
Above 15% N2, the ECU logic automatically switches off the A/C power
The Electronic Control Unit (ECU) is installed with redundant power
source.
sources to make sure that an uninterrupted and failsafe power is supplied.
The ENGine FIRE pushbutton cuts off the A/C 115 VAC from the
A logic circuit within the ECU, automatically selects the correct power
EIVMU.
source in the event of a failure. The power sources are the aircraft 115
VAC normal and emergency busses. AUTO POWER DOWN
The two aircraft power sources are routed through the Engine Interface The ECU is automatically powered down on the ground, through the
and Vibration Monitoring Unit (EIVMU) and connected to the ECU: EIVMU, fifteen minutes after engine shutdown. This allows printing
- the A/C normal bus is hardwired to channel B, of the post-flight report. The ECU is also powered down, on the
- the A/C emergency bus is hardwired to channel A. ground, fifteen minutes after A/C power up, unless FADEC GND
PWR switch is selected to "ON" and engine ECU /MCDU menus are
CONTROL ALTERNATOR
used.
The dedicated ECU alternator supplies two separate power sources from ENGINE MODE SELECTOR
two independent windings. One is hardwired to channel A, the other to
channel B. The alternator is capable of supplying the necessary power All ECUs are powered as soon as the mode selector is in "IGN
above an engine speed of approximately 12% N2. ECU test equipment START" or "CRANK" position.
supplies 115 VAC power to the ECU during bench testing and it is Setting the mode selector back to "NORM" cancels the power supply
connected to connector P11. of the ECUs.
The dedicated ECU alternator is installed on the front face of the ENGINE MASTER LEVER
Accessory Gearbox (AGB). It is located between the Integrated Drive Setting any ENG MASTER switch to ON will power the associated
Generator (IDG) and the hydraulic pump and has:
F5D11271 - F38T0TG - FM70DE0000000C1

ECU.
- a stator housing, secured on the attachment pad by means of three bolts, Setting the associated switch back to OFF will cut the power off after
- two electrical connectors, one for each ECU channel, 15 minutes.
- a rotor, secured on the AGB gear shaft by a nut.
This control alternator is a "wet" type alternator, lubricated with AGB FADEC GROUND POWER PANEL
engine oil. For maintenance purposes, the engine FADEC ground power panel
enables FADEC supply to be restored on the ground, with engine shut
ECU POWER SUPPLY LOGIC down. When the corresponding ENGine FADEC GND PWR
Each channel is supplied by A/C 115 VAC, through the EIVMU. This pushbutton is pressed "ON", the ECU is supplied.
enables: The power is automatically disconnected if after 5 minutes no
- automatic ground checks of the ECU before engine running, maintenance action have been done through the MCDU / ECU menu.

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ENGINE FIRE PUSH-BUTTON

When any of the engine fire push-buttons are released out, the associated
FADEC power supplies are cut-off by the EIVMU.

EIVMU FAILURE
If an EIVMU has failed or the EIVMU supply power circuit is lost, the
associated FADEC reverts to a fail-safe condition where power is
available continuously, via the EIVMU, from the A/C network.

NOTE: This can lead, on the ground, to an ECU overheat condition.

DEDICATED ALTERNATOR
If the dedicated alternator winding for the ECU channel in control
becomes defective, there will be an ECU channel change over provided
the second winding is healthy.
If both dedicated alternator power supplies are lost, the FADEC will be
supplied by the aircraft network through the EIVMU.
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GENERAL ... DEDICATED ALTERNATOR

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GENERAL ... DEDICATED ALTERNATOR

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POWER PLANT CFM 56 COMPONENT LOCATION (2)

GENERAL VIEW
The basic engine is an assembly of primary units that are identified as
modules.
The CFM 56 includes: FAN blades and LP compressor, HP compressor,
combustion chamber, HP turbine and LP turbine.
F5D11271 - F38T0TG - FM70C9COMPLOCC1

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GENERAL VIEW

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GENERAL VIEW

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POWER PLANT CFM 56 COMPONENT LOCATION (2)

NACELLE
The engine Oil fill access door is on the L/H side cowl of the engine.
The starter valve handle access, the pressure-relief door, the anti-ice duct
access panel and the blow-out door are on the R/H side cowl of the engine.
F5D11271 - F38T0TG - FM70C9COMPLOCC1

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F5D11271 - F38T0TG - FM70C9COMPLOCC1

NACELLE

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POWER PLANT CFM 56 COMPONENT LOCATION (2)

ENGINE
The CFM 56 includes different sections:
- Air intake,
- LP compressor rotor and blade,
- HP compressor,
- Combustion chamber,
- HP turbine,
- LP turbine,
- Exhaust.
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F5D11271 - F38T0TG - FM70C9COMPLOCC1

ENGINE

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POWER PLANT CFM 56 COMPONENT LOCATION (2)

GEARBOX
FRONT VIEW
The Engine lubrication unit, the hydraulic pump, the Permanent
Magnetic Alternator (PMA) and the Integrated Drive Generator (IDG)
are connected to the front side of the accessory gearbox.
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F5D11271 - F38T0TG - FM70C9COMPLOCC1

GEARBOX - FRONT VIEW

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POWER PLANT CFM 56 COMPONENT LOCATION (2)

GEARBOX (continued)
REAR VIEW
The Fuel pump and the pneumatic starter are on the rear side of the
accessory gearbox.
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GEARBOX - REAR VIEW

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POWER PLANT CFM 56 COMPONENT LOCATION (2)

FUEL SYSTEM
The fuel pump, the Oil/Fuel heat exchanger, the Hydro-Mechanical Unit
(HMU), the fuel filter, the downstream fuel filter and the servo fuel heater
are on the rear side of the accessory gearbox.
The fuel-flow transmitter is installed downstream of the HMU, around
the Intermediate Case.
The fuel distribution valve sends a measured quantity of fuel, through
supply tubes, to eight fuel supply manifolds around the diffuser case.
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FUEL SYSTEM

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FUEL SYSTEM

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POWER PLANT CFM 56 COMPONENT LOCATION (2)

FADEC
L/H FAN CASE
The Electronic Control Unit (ECU) and the Permanent Magnet
Alternator (PMA) are on the L/H side of the engine.
The ECU alternator is on the front side of the accessory gearbox.
The Hydro-Mechanical Unit (HMU) is on the rear side of the accessory
gearbox.
F5D11271 - F38T0TG - FM70C9COMPLOCC1

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F5D11271 - F38T0TG - FM70C9COMPLOCC1

FADEC - L/H FAN CASE

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POWER PLANT CFM 56 COMPONENT LOCATION (2)

FADEC (continued)
AVIONICS BAY
The Engine Interface and Vibration Monitoring Unit (EIVMU) is in
the avionics bay.
F5D11271 - F38T0TG - FM70C9COMPLOCC1

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FADEC - AVIONICS BAY

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POWER PLANT CFM 56 COMPONENT LOCATION (2)

IGNITION AND STARTING
The starter control valve and the ignition exciters A and B are on the R/H
side of the fan case.
The pneumatic starter is on the rear side of the gearbox.
The igniter plugs are in the engine core.
F5D11271 - F38T0TG - FM70C9COMPLOCC1

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IGNITION AND STARTING

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POWER PLANT CFM 56 COMPONENT LOCATION (2)

AIRFLOW CONTROL SYSTEM
The variable bleed valves (VBV) are on the inner fan case. They are
operated by a fuel gear motor, which is on the aft face of the fan frame,
at the 9 o'clock position. The Variable Stator Vane (VSV) actuators are
installed on the high-pressure compressor stator case at the 2 o'clock and
8 o'clock positions.
F5D11271 - F38T0TG - FM70C9COMPLOCC1

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AIRFLOW CONTROL SYSTEM

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POWER PLANT CFM 56 COMPONENT LOCATION (2)

ENGINE COOLING SYSTEM
The core compartment cooling air is taken from the secondary flow
through holes in the core cowl.
The Low Pressure Turbine Active Clearance Control (LPTACC) valve
is on the aft face of the fan frame at the 4 o'clock position. The High
Pressure Turbine Active Clearance Control (HPTACC) valve is on the
R/H side of the engine core.
F5D11271 - F38T0TG - FM70C9COMPLOCC1

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ENGINE COOLING SYSTEM

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ENGINE COOLING SYSTEM

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POWER PLANT CFM 56 COMPONENT LOCATION (2)

THRUST CONTROL
The Throttle Control Units (TCUs) are in the avionics bay.
The Electronic Control Unit (ECU) is on the R/H side of the fan case and
the Hydro-Mechanical Unit (HMU) is on the rear side of the gearbox.
F5D11271 - F38T0TG - FM70C9COMPLOCC1

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THRUST CONTROL

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POWER PLANT CFM 56 COMPONENT LOCATION (2)

VIBRATION MONITORING SYSTEM
The No. 1 bearing accelerometer cannot be seen externally. It is installed
in the fan and booster section at the 9 o'clock position (aft looking
forward) on the No. 1 and No. 2 bearing support. The Forward Flange
Compressor Casing (FFCC) vibration sensor is installed at the 4 o'clock
position on the front flange of the compressor casing and it is connected
to the 6 o'clock junction box by a harness.
The Remote Charge Converter (RCC) is in the R/H fan case.
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VIBRATION MONITORING SYSTEM

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POWER PLANT CFM 56 COMPONENT LOCATION (2)

THRUST REVERSER SYSTEM
The thrust reverser assembly includes four pivoting doors, two on each
side. Each door is operated by one hydraulic actuator installed in the
exhaust cowl.
The hydraulic control valve and the hydraulic control unit are at the
junction between the engine and the pylon.
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THRUST REVERSER SYSTEM

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THRUST REVERSER SYSTEM

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POWER PLANT CFM 56 COMPONENT LOCATION (2)

OIL SYSTEM
The Oil tank, the main Oil/Fuel heat exchanger and the IDG cooler are
on the L/H fan case.
The lubrication unit and its related chip detector are on the front gearbox.
F5D11271 - F38T0TG - FM70C9COMPLOCC1

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F5D11271 - F38T0TG - FM70C9COMPLOCC1

OIL SYSTEM

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