CFM56 5B L3 Aug09 X
CFM56 5B L3 Aug09 X
CFM56 5B L3 Aug09 X
cs
Nacelle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Engine Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Engine Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Engine Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Modular Conception . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Nacelle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
LP Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ni
Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
HP Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
71-10 Cowling/Mounts/Connections Center-Vent Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Accessory Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Power Plant Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
ch
Aerodynamic Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Inlet Cowl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Borescope Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Installation of the Air Intake Cowl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Unscheduled Maintenance Checks - Inspections . . . . . . . . . . . . . . . . . . . . 12
Fan Cowl Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Inspection/Check of Foreign Object Damage (FOD) (Bird Strike Included) 13
Maintenance Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Te
“C” Ducts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
72-21 Fan and Booster Assembly
Thrust Reverser Opening Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Fan and Booster Major Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Centerbody . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Design and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Primary Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Fan and Booster Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Forward Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
No. 1 and 2 Bearing Support Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
AFT Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Fan Frame Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
SR
Fluid Disconnect Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Inlet Gearbox. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fan Electrical Connector Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Fan and Booster Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Core Electrical Junction Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Design and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
71-70 Power Plant Drains Spinner Front- and Rear Cone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Front Cone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Drain System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Spinner Rear Cone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Pylon Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Rear Cone Retention Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Maintenance Tips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Functional Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
General - Adjustment/Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Fan Blades and Disk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Fan Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Fan Disk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Booster Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
73 Engine Fuel and Control - CFM56-5B
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Spool Attachment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 73-00 General
Fan Blade Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Engine Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Mid span shroud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuel Feed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
72-30 HP Compressor Metered Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
cs
High Pressure Compressor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Servo Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Fuel Return . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Compressor Rotor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 ECU Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Compressor Stator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Engine Fuel Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ni
72-40 Combustion Section Fuel Return Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Combustion Chamber (DAC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
ch
Combustion Case (SAC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Combustion Chamber (SAC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Engine HP Shut off Valve Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
72-50 Turbine Section Engine Master Lever Opening Command . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Te
High Pressure Turbine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Engine Master Lever Closure Command . . . . . . . . . . . . . . . . . . . . . . . . . . 10
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Burner Selection Valve (DAC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
High Pressure Turbine Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Burner Staging Valve (SAC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
High Pressure Turbine (HPT) Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Burner Staging Valve Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
HPT Shroud & Stage 1 LPT Nozzle Assembly. . . . . . . . . . . . . . . . . . . . . . . . 4 Burner Staging Valve Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Twenty Fuel Nozzle Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
SR
Low Pressure Turbine (LPT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 73-10 Distribution
LPT Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Fuel Pump Drive System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Fuel Pump Low Pressure (LP) Stage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Fuel Pump High Pressure (HP) Stage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
72-60 Accessory Drive Section Hydromechanical Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Accessory Drive Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
AGB Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Main Oil/Fuel Heat Exchanger. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
cs
IDG Cooler Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 FADEC/Interfaces Differences between Classic and Enhanced . . . . . . . . 14
.......................................................... 21 TCM Protection Function Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Engine System Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
73-20 Controlling CFDS ENG Pages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
FADEC Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Electronic Control Unit “ECU” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
ni
FADEC Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 ECU Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
FADEC Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 ECU Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
FADEC Benefits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 ECU Architecture. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
ch
FADEC Principle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Front Panel Electrical Connectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Engine Rating/Identification Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Coding Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Power Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Fuse Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Te
Engine Limit Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Certified Thrust Ratings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Engine Systems Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Bump Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Thrust Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Plug Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Start and Ignition Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Previous, or new Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
ECU Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Coding Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Fuel Return Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Push-Pull Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
5B and 5B/P Differentiation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
SR
FADEC Architecture. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ECU Electrical Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Engine Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 N1 Trim Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Powering N2<15% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 PMUX (Engine Condition Monitoring) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Powering N2>15% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Auto Depowering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 EGT Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
FADEC Ground Power Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Pressure Sub-System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Permanent Magnetic Alternator / PMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Pressure Sub-System Interfaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
ECU Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Speed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Resistive Thermal Device (RTD Sensors). . . . . . . . . . . . . . . . . . . . . . . . . . 34
Thermocouples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
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N1 Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Ignition Test with the MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
N1 Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
N1 Speed Sensor Signals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 74-EE Electrical Circuits
N2 Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
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N2 Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 75 Air - CFM56-5B
T Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
TEO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
75-00 General
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73-25 CFDS Air System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine System Report / Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Airflow Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Active Clearance Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
ECU and Nacelle Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
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EIU Bite and Test Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Nacelle Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
NAC/TB (DAC Engines only). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
74 Ignition / Starting - CFM56-5B TBV (SAC Engines only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Nacelle Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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Pneumatic Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
74-00 General
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Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 75-20 Cooling
Automatic Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 HP Turbine Active Clearance Control System (HPTACC) . . . . . . . . . . . . . . 2
Manual Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Continuous Relight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Description/Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Crank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
T Case Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
74-20 Distribution LP Turbine Active Clearance Control (LPTACC) System . . . . . . . . . . . . . . . 8
Precautions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Ignition Distribution System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Description/Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
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Variable Stator Vane System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 77-00 General
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 77-10 Power
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N1 Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
76 Engine Controls - CFM56-5B N2 Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
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77-20 Temperature
76-00 General EGT Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Controls Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 77-30 Analyzers
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Engine FADEC Ground Power Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Accelerometers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Manual Start Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Engine Vibration Monitoring Unit (EVMU) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Throttle Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Vibration Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Interfaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Throttle Lever Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Reverse Thrust Latching Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 77-35 CFDS
Mechanical Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
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CFDS Specific Page Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Throttle Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 EVMU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Autothrust Disconnect Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 EVMU Specific Page Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Throttle Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 EVMU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Mechanical Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 EVMU Specific Page Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Mechanical Linkage Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 ACC. Reconfiguration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Mechanical Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
78 Exhaust - CFM56-5B
76-10 Power Control
Engine Thrust Control Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Fadec . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
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78-30 Thrust Reverser General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Thrust Reverse Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Oil Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Oil Scavenge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Oil Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
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Thrust Reverse Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Thrust Reverse Actuaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Thrust Reverse Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
79-20 Distribution
Thrust Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Engine Oil System LRU’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
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CFDS Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Deploy Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Oil Tank Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Selection and System Pressurizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
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Latches Unlocking and Actuators Supplying. . . . . . . . . . . . . . . . . . . . . . . . . 6 Anti-Syphon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Amber Reverser Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Lubrication Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Green Reverser Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Internally, it has 5 pumps driven by the AGB, through a single shaft. One pump
Door Deployed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 is dedicated to the supply circuit and four pumps to the scavenge circuits. 10
Stow Sequence. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Pump Design Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Scavenge Screen Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
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Amber Reverser Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Master Chip Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Door Stowed Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Magnetic Contamination Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Electrical Supply Cut Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Shut - Off Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
79-EE Electrical Circuits
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
71-79-Study Questions
71 Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
78-31 Control and Indicating 72 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
73 Engine Fuel and Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Engine Thrust Reverser LRUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
74 Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
75 Engine Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
76 Engine Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
77 Engine Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
78 Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
79 Engine Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
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71-00 General The CFM 56 designation combines both GE and SNECMA engine dsignation sys-
tems. The CF portion is derivated from the GE Commercial Fan engine designa-
tion (CF6-6, CF6-50).
Introduction to the CFM56 Family In the SNECMA’s input, M stands for moteur (engine) and 56 is a project rank
number.
The first CFM56 engine (CFM56-2), a high by-pass, dual rotor, axial flow ad- The engine serial number prefix indicates, where the engine was assembled.
vanced technology turbofan, was designed in the mid-70’s.
Even prefix number for GE: 778XXXX
It is a product of CFMI. CFM International is a compagny jointly owned by
“GENERAL ELECTRIC” of the USA and “Société Nationale d’Etude et de Con- Odd prefix number for SNECMA: 779XXX
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struction de Moteurs d’Aviation” (SNECMA) of France. CFMI, with full backing by
parent compagnies holding equally its shares.
GENERAL ELECTRIC designs, develops and produces the high pressure sys-
tem. (Core Engine). The CFM56 core engine is basically the same as the one
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used on the F101 (B1-B bomber) and F110 (F15 / 16 fighters) engines.
GENERAL ELECTRIC is responsible for fuel system design integration, Electronic
Control Unit (ECU) and the Hydromechanical Unit (HMU)
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GENERAL ELECTRIC assembles the engine in the USA.
SNECMA designs, develops and produces the LOW pressure system, the acces-
sory drive system.
SNECMA is responsible for design and installation of the engine accessories (oth-
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er than ECU and the HMU)
SNECMA assembles the engines in France.
CFM INTERNATIONAL manages the program and marketing activities.
CFM INTERNATIONAL provides comprehensive logistics support (Parts ware-
housing, lease pool engines in both Europe and USA), technical support (includ-
ing tooling design and repair development), authorized overhaul and maintenance
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facilities, on site technical representatives, technical publications, customer train-
ing.
CFMI operates on a fixed work / fixed sales revenue spilt basis, but profits or loss-
es for each company are not shared. Depending on customer location, CFMI re-
sponsabilities are supported by distinct CFMI branches.
CFMI incorporated (Cincinnati USA) deals with customer in north and south amer-
ica and in the far east
CFM societe anonyme (Paris France) deals with customer in europe, africa and
middle east.
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DEVELOPMENT
MANUFACTURING
ASSEMBLY
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Jointly owned company
Uses all GENERAL ELECTRIC and One program manager
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SNECMA resources... One customer interface
...With work split 50/50
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MARKETING PRODUCT SUPPORT
CUSTOMER SATISFACTION
Engine System
Engine Characteristics
The Airbus A320 family is powered by two CFM International CFM56-5 turbofan
engines.
These engines can produce a thrust from 21600 lb (9800 kg) to 33000 lb (14970
kg) depending on the aircraft version set by the engine data programming plug.
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Pylon
The engines are attached to the lower surface of the wings by pylons.
The pylons provide an interface between the engine and the aircraft for electrics,
fluids, pneumatics and mechanical forces.
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Nacelle
The engine is enclosed in a nacelle, which provides aerodynamic airflow around
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the engine and ensures protection for the accessories.
Engine Control
The engine includes a Full Authority Digital Engine Control (FADEC) consisting of
two independent Engine Control Unit (ECU)control channels. The FADEC pro-
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vides engine control, engine monitoring and help for maintenance and trouble
shooting.
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The power plant installation includes the engine, the engine inlet, the exhaust, the
fan cowls and the reverser assemblies. The pylon connects the engine to the wing
structure. The engine is attached to the pylon by forward and aft monts.
80 % of the thrust is produced by the fan.
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20 % of the thrust is produced by the engine core.
The engine characteristics are:
• Turbofan engine
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• Bypass ratio 6.2 to 1
• Full Authority Digital Engine Control System (FADEC)
• Hydraulic Reverser System
Here are the engine size and weight.
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Quick Engine Change (QEC) configuration:
• Weight 4,734 lbs (2150 kg).
Figure 3: Engine Characteristics
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Access Doors On the fan cowls, access doors are provided for quick maintenance.
On the fan cowls, access doors are provided for quick maintenance. Also thrust Also thrust reverser pivoting doors are installed on the thrust reverser cowls.
reverser pivoting doors are installed on the thrust reverser cowls. On the nacelle right side, a starter valve access door is provided for manual over-
On the nacelle left side, an oil access door is provided for engine oil service. ride operation.
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ACTUATOR CONNECTION PRESSURE RELIEF DOOR/ FAN COMPARTMENT
ACCESS PANEL STARTER VALVE ACCESS DOOR UPPER VENTILATION
FAN COMPARTMENT ACTUATOR CONNECTION
UPPER VENTILATION INLET ACCESS PANEL
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PHONE/
GROUND
JACK
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ECU
COOLING
DEPLOY SWITCH INLET
ACTUATOR DOOR
ANTI-ICE
EXIT DUCT
DEPLOY SWITCH
ACTUATOR DOOR ACTUATOR CONNECTION AIR OUTLET PRESSURE
ACCESS PANEL RELIEF DOOR
OIL ACCESS DOOR
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FAN COMPARTMENT
FAN COMPARTMENT ACTUATOR CONNECTION LOWER VENTILATION INLET
LOWER VENTILATION INLET ACCESS PANEL
PRIMARY THRUST FAN INLET
NOZZLE REVERSER COWL COWL
INLET FAN THRUST PRIMARY
COWL COWL REVERSER NOZZLE CENTERBODY
CENTERBODY
71-10 Cowling/Mounts/Connections
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probe.
For removal and installation, the inlet cowl is provided with:
• 4 hoist points,
• 36 identical attach fittings,
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• 1 alignment pin.
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Adjust the fan cowl doors when a new air intake cowl is installed. If the fan
cowl doors are not correctly adjusted the doors can open in flight.
Attach the air intake cowl to the engine flange with the bolts (50), the washers (5)
and (55), spacers (60) and the nuts (10), 36 places.
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Install the bolt thru the engine flange with the bolt head facing AFT. The
counter sunk side of the washer must be against the bolt head.
TORQUE the nuts to between 340 and 360 lbf.in (3.84 and 4.06 m.daN). Start with
the nuts at the 9 o’clock and 3 o’clock positions, then torque the bolts in the se-
quence as shown on the torque sequence chart.
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Fan Cowl Doors CAUTION: both hold-open rods on both doors must be engaged when door is
open.
There are two fan cowl doors to enclose the fan case and accessory gearbox area.
Each door is supported by 3 hinges at the pylon. Closing of the Fan Cowl Doors
The door assembly is latched along the bottom centerline by three latches. Make sure that the aircraft is in the same configuration as for the opening task.
Each door is provided with: Make sure that the work area is clean and clear of tools and other items.
• 3 hoist points, for removal and installation, a) Slide the lock-rings to release the hold-open rods from the attach brackets
• 2 hold open rods, for opening. on the engine case.
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b) Retract the hold-open rods.
Access doors are also provided for the start valve and the oil tank servicing.
c) Attach the hold-open rods to the storage brackets on the fan cowl doors.
An optional Integrated Drive Generator (IDG) viewing door can be provided to
Make sure the hold-open rods lock on the attach brackets.
check the IDG oil level.
d) Press the fan cowl doors together and engage the three latch hooks to the
right fan cowl door.
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Maintenance Practices
Push the front fan cowl latch closed, then the center and rear latches closed.
Opening of the Fan Cowl Doors
CAUTION: do not open the fan cowl doors if the wind speed is more than 65 knots.
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WARNING: do not open the fan cowl doors when the engine is running.
a) On the panel 115VU:
• Put a warning notice to tell persons not to start the engine 1(2).
b) Make sure that the engine 1(2) has been shut down for a least 5 minutes
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and MASTER lever at OFF position.
c) On the panel 50VU:
• Make sure that the ON legend of the ENG/FADEC GND PWR 1(2) push-
button switch is oft.
• Install a warning notice.
d) Unlock the three latches on the fan cowl doors as follows:
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1) Push the snap to release the latch handle.
2) Pull the latch handles down to disengage the latch hooks from the
right door.
e) Manually open the fan cowl doors.
f) Slide the lock rings to release the hold-open rods from the stow brackets.
g) Extend the hod-open rods to hold the doors open at either the 40-degree or
55-degree position.
h) Attach the hold-open rods to the attach brackets on the engine case.
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“C” Ducts
The thrust reverser cowl doors are two halves which include pivoting doors and
enclose the engine core area.
Each half is supported by 3 hinges at the pylon. The assembly is latched along the
bottom centerline with 4 latches.
Each half is provided with:
• 3 attachment points to install a handling sling for removal and installation
• 1 opening actuator supplied by a hand pump and 1 hold open rod mounted on
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the fan case opening.
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Thrust Reverser Opening Mechanism Push each latch handle closed until it snaps over-center and the handle stays in
the thrust reverser door slots.
Maintenance Practices
Summary
Make sure that the ON legend of the ENG/FADEC GND PWR/1(2) pushbutton
switch is off.
Put a warning notice to tell persons not to energize the FADEC 1(2).
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Make the thrust reverser unserviceable (Ref. AMM TASK 78-30-00-481-041).
Open the fan cowl doors.
Release each of the four door latches of the thrust reverser as follows:
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Connect the hose of hand pump to the quick disconnect on the hydraulic junction
box.
Operate the hand pump to open the half door to 35 degrees position as follows:
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Attach the hold-open rod with the quick-release pin.
RETRACT WING SLATS BEFORE OPENING THRUST REVERSER OR
DAMAGE CAN OCCUR.
Open the half door to 45 degrees position as follows:
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Operate the hand pump to open the half door to 45 degrees.
Remove the red bolt and nut from the lug of the top lug of the hold open rod attach
fitting on the inner cowl. Put the nut on the bolt and tighten.
Remove the quick release pin that attach the hold open rod on the lower bracket.
Move the hold-open rod to the bracket of forward frame.
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Attach the hold open rod with the quick release pin.
Closing of the Thrust Reverser Doors.
Operate the hand pump to pressurize opening actuator and take the load off hold
open rod.
If the half doors were opened to the 45 degree position, put the red bolt and nut in
the upper lug of the hold open rod fitting on the inner cowl. Torque the nut to be-
tween 26 and 43.5 lbf.in (0.29 and 0.49 m.daN).
Make sure that the latch hooks on the right thrust reverser door are correctly en-
gaged in the stirrups (eyebolts) on the left thrust reverser door.
A
B
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LEFT-HALF
DOOR
RIGHT-HALF
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DOOR
LEFT RIGHT
HALF HALF
DOOR DOOR
FORWARD
LATCHES
LATCH
SNAP HANDLE
A
VERTICAL
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ENGINE
CENTERLINE
B
A B
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ADAPTOR
RING
ASSEMBLY FORWARD FRAME OF
QUICK HALF DOOR
RELEASE
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PIN
35°
REVERSER HALF DOOR QUICK
IN CLOSED POSITION RELEASE
PIN REVERSER HALF DOOR
RING IN 35° POSITION
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UPPER
BRACKET
HOLD-OPEN ROD
IN CLOSED
POSITION ATTACHMENT
BRACKET
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HOLD-OPEN ROD
IN 35° POSITION
QUICK RELEASE
PIN
RING
VERTICAL PYLON
ENGINE
CENTERLINE
RED BOLT
AND NUT
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C FORWARD FRAME
OF HALF DOOR
D
BEFORE INSTALLING
D HOLD OPEN ROD
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QUICK
RELEASE
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45 PIN
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HOLD-OPEN ROD ATTACHMENT
IN 45 POSITION BRACKET
RED BOLT
AND NUT
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UPPER BRACKET
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Forward Mount The forward mount is linked to the fan frame brackets and attached to the pylon
by four bolts and self-locking nuts.
The forward mount carries the engine thrust, vertical and side loads. It provides
the fan frame attachment to the pylon.
Figure 8: Forward Mount
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AFT Mount The aft mount is linked to the turbine rear frame lugs and fixed to the pylon by 4
bolts.
The aft mount restrains engine movement in all directions except forward and aft.
It provides the turbine rear frame attachment to the pylon. The cross beam fitting is a fail-safe design: it consists of two lateral parts linked by
shear pins.
Figure 9: Aft Mount
A A
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135
(4 locations)
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140
(4 locations)
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PYLON
SHEAR
PIN
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B
CAUTION
BARREL
NUT 155
U 155
P (4 locations)
RETAINER 150
150
(4 locations)
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A
FLANGE
STA 176 (B4)
FLUID
DISCONNECT
PANEL
A
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COUPLING 175
FLANGE
HALF PRESSURE RELIEF
STA 185 (B5)
HYD SUCTION VALVE (PRV)
INTERFACE
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FLANGE
STA 199 (A2)
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HYD PRESSURE
DELIVERY
FUEL RETURN
4100KS-A
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THRUST
REVERSER
FUEL SUPPLY JUNCTION
(4 PLCS) BOX
4100KS-B
(4 PLCS)
(4 PLCS)
Fan Electrical Connector Panel It is located on the RH side of the fan case upper part.
The fan electrical connector panel provides interface of fan electrical harnesses
with the pylon.
Figure 11: Fan Electrical Connector Panel
A
SCAVENGE FILTER 404VC-A
CHNL B: IGNITION ARINC - ADIR ECU
ECU FAULT REVERSER INHIBIT 403VC-A
CHNL A: IGNITION ARINC - ADIR ECU
ECU FAULT REVERSER INHIBIT 402VC-A
A
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HP FUEL S/O VALVE 447VC-A
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FAN FIRE DETECTION LOOP A 408VC-A
ENG OIL PRESS, TEMP AND QTY 405VC-A FLANGE STA.
158 (B1)
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FADEC SUPPLY 401VC-A
FAN FIRE DETECTION LOOP B 409VC-A
IDG HARNESS 400VC-A
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PYLON
DUCT
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FLANGE STA.
167 (B4)
HYDRAULIC 4102KS-A
CONTROL
UNIT 4101KS-B
UPPER
FLANGE STA. STARTER
4101KS-A
199 (A2) DUCT
Core Electrical Junction Box It is located in the zone of the forward mount.
The core electrical junction box provides interface of core electrical harnesses with
the pylon.
Figure 12: Core Electrical Junction Box
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from engine systems and accessories.
This drain system consists of:
A drain collector assembly, which is attached to the aft side of the accessory gear-
box.
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It is composed of 4 drain collectors with manual drain valves for trouble shooting
and 2 holding tanks.
A drain manifold module, also attached to the aft side of the accessory gearbox,
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which supports the drain mast.
A pressure valve, which is part of the manifold, opens when the A/C airspeed
reaches 200 kts. Then ram air pressurizes the holding tanks and the accumulated
fluids are discharged overboard through the drain mast.
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The drain mast protrudes through the fan cowl doors into the airstream to evacu-
ate any residual fluids.
The drain mast is frangible below the cowl exterior surface to prevent damage to
the engine gearbox.
Early/un-modified engines also have a fuel nozzle shroud pipe drain line.
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5 (3 PLACES)
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A RESERVOIR
BRACKET
TUBE
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10 MANIFOLD AIR/
RESERVOIR TUBE
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HYDRAULIC PAD/
RESERVOIR TUBE
FUEL RESERVOIR/
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MANIFOLD TUBE
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for leak isolation.
If fluid leaks are found during transit operations, the AMM (ATA 70-00 & ATA 29-
00) lists maximum permitted leakage limits for the drain system. There are limits
for STATIC (engine not running) and DYNAMIC (engine running) conditions.
There is also a separate drain line at the drain mast trailing edge for the Fuel Man-
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ifold Shroud drain. There is NO LEAKAGE PERMITTED from this drain. Here are
some examples of leakage limits for dispatch. See the AMM for complete list.
NOTE: In the case of extreme cold weather condition (Outside Air Temperature
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(OAT) <- 20 deg.C (- 4 deg.F), fuel leaks from the drain mast (other than fuel man-
ifold drain) may occur on a non-running engine and during engine start. This leak-
age is expected to stop after a 5 minute warm-up at minimum idle.
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General - Adjustment/Test 71-00-00-790-008 Leak Test of the Accessory Gearbox pad (AGB)
Starter cavity (between equipement and AGB)
71-00-00-869-003 Wind Limitations During Engine Ground Operations
71-00-00-790-002 Fuel or Hydraulic or Oil Leakage Limits
71-00-00-869-004 Safety Precautions During Engine Ground Opera-
tions 71-00-00-790-005 Drain Mast Leakage Identification Procedure
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71-00-00-710-002 Wet Motoring Check
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71-00-00-710-005 Start Abort
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71-00-00-710-006 Minimum Idle Check
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71-00-00-710-025 Accel Check
General
The operation of jet power plants is dangerous. While the engine operates, the fol-
lowing dangerous conditions can occur:
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• There is a very strong suction at the front of the engine that can pull persons
and unwanted materials into the air inlet.
• Very hot, high speed gases go rearward from the turbine exhaust nozzle.
• The fan exhaust at high thrust has very high speed.
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• When the thrust reverser is extended, the fan exhaust goes forward while the
turbine exhaust goes rearward.
• Exposure to engine noise can damage your hearing.
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HEADWIND (20 KTS) DANGER AREA CORRIDOR
RADIUS= 7.2 FT. (2.2M)
CLOSE ENTRY
EXHAUST WAKE DANGER EXHAUST WAKE DANGER
CORRIDOR FOR
45 DEG. 3.4 FT. (1.0 M) AREA, 65 MPH (105 KM/H) OR AREA, 65 MPH (105 KM/H)
WIND DIRECTION
GREATER OR LESS
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> 90 DEGREES
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MPH (KM/H) WEAPONS PROJECT, NOV. 1951
C NO ENTRY 82 FT. (25 M)
AFT OF NOZZLE EXIT
A 210-145 A MAN STANDING WILL BE PICKED UP AND THROWN; AIRCRAFT WILL BE
(338-233) COMPLETELY DESTROYED OR DAMAGED BEYOND ECONOMICAL REPAIR;
COMPLETE DESTRUCTION OF FRAME OR BRICK HOMES.
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WIDTH B 145-105 A MAN STANDING FACE-ON WILL BE PICKED UP AND THROWN; DAMAGE
72 FT. (22 M) (233-169) NEARING TOTAL DESTRUCTION TO LIGHT INDUSTRIAL BUILDINGS OR RIGID
NOT TO SCALE STEEL FRAMING; CORRUGATED STEEL STRUCTURES LESS SEVERELY.
EXHAUST DANGER AREAS
INCLUDE (WORST CASE)
D GROUND PLANE C 105-65 MODERATE DAMAGE TO LIGHT INDUSTRIAL BUILDINGS AND TRANSPORT-TYPE
E HEADWIND (20 KTS) (169-105) AIRCRAFT
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D 65-20 LIGHT TO MODERATE DAMAGE TO TRANSPORT-TYPE AIRCRAFT.
(105-32)
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INLET HAZARD DIMENSIONS BASED ON 40
FT/SEC (12M/SEC) CRITICAL VELOCITY WITH
A 3 FT (0,9M) ADJUSTMENT FOR SAFETY.
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A
INLET SUCTION EXHAUST WAKE DANGER EXHAUST WAKE DANGER
DANGER AREA AREA, 65 MPH(105 KM/H) OR AREA, 65 MPH (105 KM/H)
GREATER OR LESS
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AREA APPROX. WIND POSSIBLE EFFECTS WITHIN DANGER ZONE BASED ON
NO ENTRY 775 FT. (236 M)
AFT OF NOZZLE EXIT VELOCITY 'RADIOLOGICAL DEFENSE', VOL. II, ARMED FORCES SPECIAL
MPH (KM/H) WEAPONS PROJECT, NOV. 1951
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NOT TO SCALE COMPLETE DESTRUCTION OF FRAME OR BRICK HOMES.
EXHAUST DANGER AREAS
WIDTH INCLUDE (WORST CASE):
GROUND PLANE B 145-105 A MAN STANDING FACE-ON WILL BE PICKED UP AND THROWN; DAMAGE
192 FT. (59 M)
HEADWIND (20 KTS) (233-169) NEARING TOTAL DESTRUCTION TO LIGHT INDUSTRIAL BUILDINGS OR RIGID
STEEL FRAMING; CORRUGATED STEEL STRUCTURES LESS SEVERELY.
D
E
C 105-65 MODERATE DAMAGE TO LIGHT INDUSTRIAL BUILDINGS AND TRANSPORT-TYPE
(169-105) AIRCRAFT
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TO 1235 FT. (376 M)
D 65-20 LIGHT TO MODERATE DAMAGE TO TRANSPORT-TYPE AIRCRAFT.
(105-32)
72 Engine - CFM56-5B
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72-00 General
Figure 1: Engine General Parameters
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bustor. Mixed up with fuel the gaspath flow will provide energy to a high pres-
sure turbine (HPT) and a low pressure turbine (LPT).
• The secondary airflow passes through the outer portion of the fan blades, the
outlet guide vanes and exits through the nacelle discharge duct, producing
80% of the total thrust.
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It participates to the thrust reverser system.
The engine by-pass ratio is 5:1.
The CFM56-5B engine consists of two independant rotating systems:
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• The low pressure system rotational speed is designated as “N1” speed.
100 % of N1 = 5000 Rpm.
• The high pressure system rotational speed is designated as “N2” speed.
100 % of N2 = 14460 Rpm.
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The engine rotors are supported by 5 bearings housed in 2 sump cavities provided
by the fan and turbine frames.
The engine structural rigidity is obtained with short length and two main structures
(frames).
The accessory drive system extracts energy from the high pressure compressor
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rotor to drive the engine and aircraft accessories.
Numbering System is as follows:
L. P. C. 1-5 Stages
H. P. T. 1 Stages
L. P. T. 1-4 Stages
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TURBINE
FRAME
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HP LP
TURBINE TURBINE
AGB TGB
ACCESSORY
DRIVE
Engine Presentation Engine sumps are vented to ambient pressure through the center-vent tube con-
tained in the LP shaft.
Engine Construction
Accessory Drive
The CFM-56 is a very compact design. Structural rigidity is obtained with short
length and only two frames: The mechanical power for the accessories is extracted from the N2 rotor through
a system of gearboxes and shafts.
the FAN FRAME and the TURBINE FRAME.
IGB - TGB - AGB.
Modular Conception Figure 4: Engine Presentation
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The CFM-5 is made of four primary modules, which are easily replaceable, but
only in the engine shop.
The four major modules ares:
1 - FAN and booster major module (4)
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2 - HP compressor, combustion chamber and HP turbine core major module (8)
3 - LP turbine major module (3)
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4 - Accessory drive major module (2).
LP Rotor
The Low Pressure or N1 rotor, supported by three bearings, consists of a fan and
four-stage booster compressor driven by a four stage turbine.
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• Bearing 1B (thrust bearing)
• Bearing 2R (roller bearing)
• Bearing 5R (roller bearing).
HP Rotor
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The High Pressure or N2 rotor, supported by three bearings, consists of a nine-
stage compressor driven by a single stage turbine.
• Dual bearings:
3B (thrust bearing)
3R (roller bearing).
• Bearing 4R (roller bearing)
mounted between the HP rotor and the LP shaft.
Center-Vent Tube
Both the forward and aft sumps contain centrifugal air/oil separators.
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Station 2 Primary inlet
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Station 3 HP compressor discharge or outlet
Station 49.5 Between HP and LP turbine (EGT indication inside 2nd stage
N.GV’s of the L.P.T)
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Station 5 Turbine exhaust
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CHAMBER
HP TURBINE 2
LP TURBINE 3
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Unscheduled Maintenance Checks - Inspections 05-51-34 Inspection After Engine Windmilling (After Engine In-Flight Shut-
down)
05-51-00 Inspections
05-51-41 Inspection After Overweight Taxiing
05-51-11 Inspections After Hard/Overweight Landing
05-51-42 Inspection After Very High Winds on Ground
05-51-12 Inspection After Landing Gear Down Limiting Speed Exceeded
05-51-43 Inspections After Work on System Electrical Installation
05-51-13 Inspection After Flap/Slat Limiting Speed Exceeded
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05-51-45 Inspection After Flight In Severe Icing Conditions
05-51-14 Inspection of Airframe After Bird or Hail Strike
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72-00-00-200-006 Inspection/Check of Foreign Object Damage (FOD)
05-51-17 Inspection After Flight In Excessive Turbulence or In Excess of
(Bird Strike Included)
VMO/MMO
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72-00-00-200-007 Procedure After Engine Fire or Use of Fire-Extinguish-
05-51-18 Inspection After Lightning Strike
ing Agents
05-51-19 Inspection After Engine Bird Strike or Slush Ingestion
72-00-00-200-042 Procedure after Halogen Products Contamination
05-51-21 Inspection After Tail Runway Impact
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72-00-00-200-043 Procedure after Volcanic Ash, Dust, or Sand Ingestion
05-51-22 Inspection After NLG Towing Overload or Overrun
72-00-00-200-008 Inspection/Check After the Engine has Exceeded the
05-51-23 Inspection After NLG Steering Angle Exceeded Operational Limits
05-51-24 Inspection After Leaving Runway or Taxiway 72-00-00-200-009 Off-Schedule Vane Replacement
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05-51-25 Inspection After Flight Through Dust Storm/Volcanic ASH or 72-00-00-200-025 Over-Serviceable-Limit Extensions
Severe Conditions on Ground
72-00-00-200-025-01 Over-Serviceable-Limit Extensions
05-51-26 Inspection After Engine Failure
72-00-00-200-026 Inspection/Check of the PS3 Line
05-51-27 Inspection After Impact on Engine Cowls
72-00-00-200-028 Visual Inspection of the Fan Section after Engine
05-51-28 Procedure After Fluid Spillage Operation in Severe Icing Condition
05-51-29 Inspection After Abnormal Pax/Crew Door Movement 72-00-00-280-002 Monitor the Engine EGT for Possible Engine Perform-
ance Deterioration
05-51-31 Inspection After Significant MLG Vibration at Touch-down
Inspection/Check of Foreign Object Damage (FOD) (Bird Strike • If damage is found inspect the other stages
Included) (Ref. AMM TASK 72-31-00-290-002).
TASK 72-00-00-200-006 • Do a borescope inspection of the combustion chamber dome area
(Ref. AMM TASK 72-42-00-290-005).
Some engine serial number may have special inspection requirement.
• Do a Maximum Power Assurance check
Gaspath Inspection (Ref. AMM TASK 71-00-00-710-008).
FOD associated with normal engine parameters. If the engine is referenced in the CFM SB 72-0391, do a borescope inspection
The borescope inspection may be delayed 25 hours or 10 cycles (whichev- (use a flexible borescope) of the booster blades stage 5 and booster vane abrad-
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er comes first) provided FOD did not result in missing material to the fan able stage 5 (Refer to CFM SB 72-0391).
blades. Service extension is only permitted on one engine in the event of a The borescope inspection may be delayed 25 hours or 10 cycles (whichev-
dual engine FOD. er comes first).
Do the step that follows if one or more of these conditions apply:
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• FOD event has resulted in fan blade missing material/fan blade damage be-
yond serviceable limits.
• FOD event struck fan blades radially inward of mid span shroud.
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• Evidence of debris has entered the booster inlet, ie: damage or debris on spin-
ner front and rear cones, stage 1 booster vane or splitter fairing.
1. Do a borescope inspection of the HPC stages 1, 3 and 8
(Ref. AMM TASK 72-31-00-290-002).
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2. If damage is found inspect the other stages
(Ref. AMM TASK 72-31-00-290-002).
3. Do a borescope of the combustion chamber dome assembly after a bird strike/
ingestion event
(Ref. AMM TASK 72-42-00-290-005).
4. If the engine is referenced in the CFM SB 72-0391, do a borescope inspection
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(use a flexible borescope) of the booster blades stage 5 and booster vane
abradable stage 5
(Refer to CFM SB 72-0391).
FOD associated with abnormal engine parameters.
If FOD event was associated with surge, stall or flameout, do the steps which fol-
low:
• Do a borescope inspection of the booster
(Ref. AMM TASK 72-21-00-290-003).
• Do a borescope inspection of the HPC stages 1, 3 and 8
(Ref. AMM TASK 72-31-00-290-002).
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Fan and Booster Module
The fan and booster are mounted on a common shaft driven by the four stage low
pressure turbine.
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A case is surrounding the rotor and stator parts, ensuring different engine equip-
ment or accessory gearbox installation.
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No. 1 and 2 Bearing Support Module
Two bearings support the fan and booster rotor and transmit the load to the struc-
tural frame.
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The structural frame holds the engine fwd mounts and transfer gearbox (TGB). It
encloses the engine gearboxes mechanical transmission.
Inlet Gearbox
The inlet gearbox contains one horizontal bevel gear, one radial bevel gear and
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the forward N2 rotor bearings No.3B and No. 3R.
The spinner front cone is designed to minimize ice build-up and attaches to the A A-A
spinner rear cone.
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The spinner rear cone accomodates the trim balance screws and is mounted onto BOOSTER VANE ASSEMBLIES
(5 STAGES OF VANES)
the fan disk, securing the fan blade spacers.
The fan disk supports the mid-span shrouded fan blades and the booster spool.
The booster spool accomodates booster blades stage No.2 through stage No.5.
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The booster vanes assemblies stage No.1 through stage No.5 are stacked and
mounted on the fan frame.
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BOOSTER BLADES
(4 STAGES OF BLADES)
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FAN BLADES
SPINNER
REAR CONE
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Spinner Front- and Rear Cone Figure 3: Spinner Front- and Rear Cone
Interference fit and single angular mounting position are characteristics of the
front- and rear cone installation onto the fan disk.
Front Cone
An identation mark is located on its mounting flange for correct installation onto
the front flange of the rear cone.
The mounting flange accommodates 6 mounting screw locations and 3 threaded
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inserts, located every 120°, for installation of jack screws.
The front cone is made of composite material (KINEL 5504).
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Rear Cone Mounting Flanges
Its front flange features 6 line replaceable, crimped, self-locking nuts.
Figure 4: Rear Cone Mounting Flanges
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The inner rear flange accommodates 12 mounting screws for installation on the
fan disk and 6 threaded holes used to install jackscrews for rear cone removal.
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The outer rim of the rear flange is provided with 36 threaded inserts for trim bal-
ance screws. It also features an integrated air seal glued onto the outer rear
flange.
An external spherical indent is located on the flange in-between 2 balance screw
locations, to provide a mounting reference position for installation onto the fan
disk.
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Balance screws are of 7 different types, depending on their length, reflecting var-
ious weights, an identification number, ranging from P01 to P07, is engraved on
the screw head.
The rear spinner cone is made of aluminium alloy (AU2GN) material and is pro-
tected by a sulfuric anodization.
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REAR CONE
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SPACER
FAN DISK
Fan Blades and Disk A spacer installed underneath of each blade root, limits the radial movement and
keeps it in the engaged position.
Fan Blades
Fan Disk
There are 36 titanium alloy, mid-span shrouded fan blades which form the fan.
Its outer rim features 36 coated recesses, designed for fan blade installation.
The blades seat in dovetail recesses on the disk rim.
The inner rear flange provides attachment for the fan shaft.
A retainer lug, machined in the rear end of the blade root, engages at the forward
flange of the booster spool and prevents the blade from forward and rearward ax- The booster rotor spool is boltet to the outer rear flange.
ial movements. Each blade is provided with specific indications underneath the The inner front flange is provided with an imprint to identify the offset hole far the
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blade root: rear cone installation.
• Part number Two identification marks are also provided on each side of the blade recesses
• Serial number pos.1 and pos.5.
• Momentum weight
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Figure 6: Fan Blades
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General
The booster rotor consits of the booster spool, cantilever mounted on the rear of FORWARD
the fan disk and of 4 stages of blades. ROTATING AIR
Booster blades are installed in circumferential dovetail slots. SEAL (INTEGRAL
WITH THE SPOOL)
Rotating air seals are machined between each stage on the spool outer diameter.
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Spool Attachment BOOSTER VANE
ASSEMBLIES
The spool inner front flange bolted to the fan disk, acts as a stop for the fan blades
and their dedicated spacers.
The spool outer front flange is designed with booster forward rotating air seal. FAN
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BLADE
Number of blades installed in the circumferential dovetail slots:
• Stage 2 has 64 blades
• Stage 3 has 70 blades
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• Stage 4 has 70 blades
• Stage 5 has 68 blades.
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SPOOL
BOOSTER
BLADES
SPOOL SEAL
SERRATIONS
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(TYPICAL)
INNER SEALING FLANGE
TRIM
BALANCE FAN BLADE SPACER
SCREW
FAN DISK
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– In area B the blend repair is not more than 0.339 in. (8.6 mm). – Make sure that after you do the blending repair, the edge thickness is not
– When the distance (Dim. O) between two blend repairs is less than or equal less than the initial thickness.
to five times the depth of the smallest of these blends, tangentially blend out – The longitudinal direction of the repair must be equal to or more than ten
the bottom of the two blends. times the depth (Dim. P) of the damage.
– The total length of blend repairs permitted on the leading edge is equal to – The minimum radius R4 is equal to or more than fifteen times the depth
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2.76 in. (70 mm) per blade. (Dim. P).
The leading edge (area A and B) blend repairs are permitted with these limits. – The radius R3 for the blend repair on either side of the initial damage is a
– Make sure that after you do the blending repair, the edge thickness is not minimum radius blend of 0.2 in. (5 mm) and a maximum radius blend of 0.31
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less than the initial thickness. in. (8 mm).
– The longitudinal direction of the repair for area A must be equal to or more – If the distance (Dim. O1) between the blend repair and the blade tip is not
than ten times the depth (Dim. P) of the damage. more than two times the depth (Dim. P) of the repair, do this step:
– The longitudinal direction of the repair for area B must be equal to or more • Blend the bottom area of the repair tangentially from the depth of the
area to the blade tip and blend the tip to the blending tip radius R2 with
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than eight times the depth (Dim. P) of the damage.
a minimum radius blend of 0.02 in. (0.5 mm) and a maximum radius
– The minimum radius R4 is equal to or more than fifteen times of depth (Dim. blend of 0.43 in. (11 mm) at R2 minimum possible value.
P) for area A.
– The minimum radius R4 is equal to or more than ten times of depth (Dim. Leading edge and trailing edge repair in critical areas.
P) for area B.
The leading edge and trailing edge dimensions.
– The radius R3 for the blend repair on either side of the initial damage is a
• Taper the blend repair as follows:
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minimum radius blend of 0.2 in. (5 mm) and a maximum radius blend of 0.31
in. (8 mm). – The blend repair for the leading edge is not more than 0.04 in. (1 mm).
– If the distance (Dim. O1) between the blend repair and the blade tip is not – The blend repair for the trailing edge is not more than 0.059 in. (1.5 mm).
more than two times the depth (Dim. P) of the repair, do the step: The leading edge and trailing edge blend repairs are permitted with these limits.
• Taper the blend repair as follows:
• Blend the bottom area of the repair tangentially from the depth of the – The longitudinal direction of the repair must be equal to or more than twenty
area to the blade tip and blend the tip to the blending tip radius R1 with times the depth (Dim. P) of the damage.
a minimum radius blend of 0.02 in. (0.5 mm) and a maximum radius – The minimum radius R4 is equal to or more than thirty times the depth (Dim
blend of 0.67 in. (17 mm) at R1 minimum possible value. P).
The trailing edge dimensions.
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TRAILING
L / E + T / E BLADE TIP MAXIMUM EDGE (T / E)
BLENDING LIMITS (DIM. P) LEADING
EDGE (L / E) 1.18 (30)
B B
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1.57 (40) 1.18 (30)
AREA B
AREA D
Blade tip repair (area C) • The concave or convex blend repair area length is the sum of dimensions (Dim.
• The blend repair does not extend more than 0.04 in. (1 mm). S) and (Dim. T).
• The chordal direction of the repair must be equal to or more than eight times – The total length of (Dim. S) and (Dim. T) for a blend repair is not more than
the depth (Dim. P) of the damage. 0.425 in. (10.8 mm).
• The minimum radius R4 is equal to or more than ten times the depth (Dim. P) – The chordal length (Dim. S) for a blade is six times the repair length (Dim.
of the damage. K).
• The radius R3 for the blend repair on either side of the initial damage is a min- – The maximun longitudinal length (Dim. T) is two times the length (Dim. S).
imum radius blend of 0.2 in. (5 mm) and a maximum radius blend of 0.31 in. (8 – The distance (Dim. O2) between two blend repairs must be more than the
mm). blend repair length (Dim. S) + (Dim. T) of the largest blend.
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• The radius R1 blend repair between the leading edge and the tip is not less – The total length (Dim. S) + (Dim. T) of all blend repairs on the convex side
than 0.02 in. (0.5 mm) and not more than 0.67 in. (17 mm). must not be more than 1.3 in. (33 mm).
• The radius R2 blend repair between the trailing edge and the tip is not less than
0.02 in. (0.5 mm) and not more than 0.43 in. (11 mm).
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• When the distance (Dim. O) between two blend repairs is less than or equal to
five times the depth (Dim. P) of the repair, blend the two repairs together to a
line which tangentially connects the bottom areas.
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• If the distance (Dim. O1) between the blend tip repair and the blade leading
edge is less than two times the depth (Dim. P) of the repair, do this step:
– Blend the bottom of the repair tangentially across to the blade leading edge
and blend the tip to the blending tip radius R1 minimum possible value.
• If the distance (Dim. O1) between the blend tip repair and the blade trailing
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edge is less than two times the depth (Dim. P) of the repair, do this step:
– Blend the bottom of the repair tangentially across to the blade trailing edge
and blend the tip to the blending tip radius R2 minimum possible value.
• The total chordal length of the blend repairs permitted on the blade tip is equal
to 0.8 in. (20 mm) per blade.
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Fan blade airfoil blend repairs.
The convex or concave blend repair.
• Repairs are permitted on the surface with this limit:
– Do not repair inside the blade critical areas.
• If the distance (Dim. U) is not less than 0.079 in. (2 mm), do this step:
– The convex or concave blend repair depth becomes not more than 0.024
in. (0.6 mm).
• The concave or convex blend repair minimum radius R5 is not less than five
times the depth (Dim. K).
O1 DIM. O1
A DIM.
TYPICAL BLEND
REPAIR VALID FOR
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L / E AND T / E RADIUS R1
AND BLADE TIP
RADIUS R3 RADIUS R1
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DIM. L DIM. O
DIM. O A
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RADIUS R4
DIM. S
DIM. P
C C
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SECTION
C-C
TYPICAL BLEND REPAIR VALID FOR BLEND AREA
ORIENTATION
DIM. T
CONVEX AND CONCAVE SIDES
(OUT OF L / E AND T / E AND BLADE TIP AREAS) UNIMPORTANT
DIM. U
K
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DIM.
RADIUS R3
DIM. O2
DIM. O2
RADIUS R5
NOTE:
DIMENSIONS ARE IN INCHES WITH
MILLIMETERS IN PARENTHESES.
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1. The distance (Dim. D) between two blend repairs must be more than five times
the two defects largest blend.
2. The distance (Dim. V) for a blend repair is not more than 0.02 in. (0.5 mm).
3. The longitudinal direction (Dim. W) for a blend repair must be equal to or more
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than eight times the depth (Dim. V).
4. The minimum radius R6 is equal to or more than ten times the depth (Dim. V).
5. The radius R3 for the blend repair on either side of the damage is a minimum
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radius blend of 0.2 in. (5 mm) and a maximum radius blend of 0.31 in. (8 mm).
6. The minimum distance (Dim. M) is equal to or more than six times the depth
(Dim. V).
7. The maximum distance (Dim. N) is two times the length (Dim. M).
8. The total length of (Dim. M) and (Dim. N) for a blend repair is not more than
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0.35 in. (9 mm).
9. The distance (Dim. X) between two blend repairs, located either on the same
or opposite sides, must be more than 0.177 in. (4.5 mm).
10.The total length (Dim. W) of all blend repairs must not be more than 0.16 in. (4
mm).
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DIM. M
D
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DIM.
DIM. D
B
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0.63 (16)
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0.63 (16)
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SECTION 0.39 (10)
REWARK CONTOUR MUST
COMFORM TO ORIGINAL
CONTOUR AS SHOWN
D-D
B
RADIUS R3
RADIUS R3
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RADIUS R7 W
DIM.
DIM. V DIM. N
R 6 x DIM. V
NOTE :
DIM. V
DIMENSIONS ARE IN INCHES WITH
MILLIMETERS IN PARENTHESES.
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72-30 HP Compressor
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High Pressure Compressor The high pressure compressor consists of 9 stages, where the air is pressurized,
to supply the combustor section. The compressor case features also bleed parts
General for engine and aircraft use.
To optimize the efficiency and the stall margin, the inlet guide vanes and the first
The High Pressure Compressor is located in between the Fan Frame and the
three stages are variable.
Combustor Case.
The High Pressure Compressor (HPC) consists of the following modules:
To get access to the high pressure compressor, the thrust reverser doors must be
opened. • the compressor rotor
• the compressor stator
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Figure 1: High Pressure Compressor
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STAGE 1
BLADES
AIR
SEAL
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STAGE 1-2
SPOOL
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FRONT
SHAFT STAGE 9
BLADES
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• the inlet guide vanes (IGV), The rear flange of the rear stator assembly is bolted onto the combustion case.
• the variable stator vanes (VSV), stage 1, 2, 3. Its purpose is to participate to the air pressure increasing process, and delivery to
• the fix stator stages 4 and 5. the combustion section.
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Figure 3: High Pressure Compressor Stator
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General The controlled release of the combustion energy is used to drive the turbine rotors.
Residual energy is converted into thrust.
The combustion of the fuel /air mixture takes place in the combustion section. The combustion section consists of:
The front face of the combustor is attached to the rear of the compressor module. • the Combustion Case,
Its rear face is bolted onto the Low Pressure Turbine (LPT) module front flange. • the Combustion Chamber.
The rear part of the combuster houses the High Pressure Turbine (HPT) module.
Figure 1: Combustion Section
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COMBUSTION
CASE
HIGH PRESSURE
COMPRESSOR STATOR
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HIGH PRESSURE HIGH PRESSURE
TURBINE NOZZLES TURBINE SHROUDS
FUEL NOZZLES
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STAGE 1 LPT
NOZZLES
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COMBUSTION HIGH PRESSURE
CHAMBER TURBINE ROTOR
HIGH PRESSURE
COMPRESSOR ROTOR
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Figure 2: Combustion Chamber (DAC)
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Combustion Case (SAC) The outer liner is “S” shaped and secured to the HPT nozzle vane outer platform
and to the combustion chamber outer casing.
The inner liner is bolted onto the HPT forward inner nozzle support. It permits slight movements due to thermal growth.
Figure 3: Combustion Case (SAC)
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Both outer and inner liners are thermal barrier coated.
The outer and inner liner cowls and liners are designed to provide uniform and sta-
ble airflow profiles to the combustion chamber.
The cowls form the front end of the combuster.They are bolted on the outer and
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inner liners.
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A
DAMPER B
WIRE
OUTER COWL
OUTER
LINER CONFIGURATIONS
COWL
A
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BRAZED
INNER
COWL
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B
INNER
SUPPORT
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FLANGE
INNER
LINER
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INNER
COWL
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DAMPER
WIRE
INNER AND
OUTER COWLS
IGNITER FERRULE
OUTER (2 LOCATIONS)
COWL
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General
The HPT rotor assembly along with the HPT nozzle assembly convert the exhaust
gas velocity into kinetic energy.
This energy, applied onto HPT blades, creates the necessary drive torque for the
High Pressure Compressor (HPC) and the accessory gearbox.
The HP Turbine module consists of:
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• the nozzle stage, supported by the High Pressure Turbine (HPT) case,
• the HPT rotor attached to the High Pressure Compressor (HPC) rotor.
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The High Pressure Turbine (HPT) nozzle is mounted in the combustion case.
The HPT nozzle directs the gas flow coming from the combustion chamber to the
HPT rotor blades at the optimum angle.
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The HPT nozzle assembly uses Compressor Discharge Pressure (CDP) air for
cooling purpose.
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Structurally the rotor consists of:
• The HPT front shaft, which is the structural connection between the High Pres-
sure Compressor (HPC) and the HPT rotors.
• The forward rotating air seal which directs Compressor Discharge Pressure
(CDP) air to participate to the cooling of the HPT disk web and the HPT blades.
• The disk on which the blades are individually installed.
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• The rear shaft, which forms the aft support for the HPT rotor and the HPC
through the No. 4 inter-shaft bearing.
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HPT Shroud
The HPT shroud is part of the HPT clearance control mechanism. An air cavity be-
tween the shroud/nozzle support and the combustion case directs mixed 4th and
9th stage compressor bleed air onto the support to maintain close clearance with
HPT rotor blades throughout flight operations.
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The air impingment manifold consists of two halfes.
LPT Nozzle
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The LPT nozzle consists of vane segments installed on the shroud/nozzle support
and held in position on the nozzle inner air seal by the stationary air seal.
LPT nozzle segments are internally cooled by 4th stage HPC bleed air.
Boroscope ports are located at 5:30 and 8:30 o’clock position.
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The vanes are made of RENE 77.
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HPT
SHROUD
RETAINER
CLIP
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STAGE 1
LPT NOZZLE
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STATIONARY
AIR SEAL
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INNER AIR
SEAL
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General
The LPT rotor/stator module front flange is mounted onto the rear flange of the
combustor module.
Its rear flange is attached onto the LPT frame assembly.
Its inner flange is secured onto the LPT shaft.
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The LPT rotor/stator assembly converts the kinetic energy of gases coming from
the High Pressure Turbine into a drive torque. This torque is used to drive the Fan
and Booster rotor.
The LPT is a 4 stage axial flow turbine which consists of:
• the LPT stator assembly,
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• the LPT rotor assembly.
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The LPT stator assembly consists of:
• the LPT case,
• stage 2 to 4 LPT nozzle assemblies,
• the air cooling tubes and manifold assemblies.
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LPT Rotor Assembly
The 4 stage LPT rotor assembly consists of:
• the LPT disks,
• the stage 1 blade assembly,
• the stage 2 to 4 blade assemblies,
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• the turbine rotor support.
SECTION
C-C
A
C
C
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LPT AIR COOLING THERMAL
TUBES AND INSULATION
MANIFOLDS BLANKETS
LPT CASE ASSEMBLY
ONLY
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(SEE B)
B LPT CASE
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LPT SHROUD
4 4
SUPPORT
3
3
2
LPT OUTER
STATIONARY 2
AIR SEAL 1
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EGT (T495)
THERMOCOUPLE
INSTALLATION PORTS ROTATING
(QTY : 9) AIR SEAL
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LPT DISK
2 ND STG. FORWARD
ROTATING STATOR STAGE (NOZZLE
3 RD STG. AIR SEAL GUIDE VANE SEGMENTS)
INNER FWD
4 TH STG. ROTATING
BORESCOPE PORTS (AT 5 O'CLOCK APPROX.) OIL SEAL
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RADIAL STRUT
A
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(QTY:16)
HUB INNER
REAR FLANGE
HUB INNER
SEAL FRONT FLANGE
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COVER
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AIR HEAT HUB FRONT
STUD TURBINE
COVER FRAME
FRONT FLANGE OF
OUTER CASE
ADJUSTING
SLEEVE
OIL COLLECTOR No. 5 BEARING
(AFT OIL SUMP) SUPPORT
LPT Shaft air/oil separator is retained by a nut against a central shoulder on the duct. Its rel-
ative angular position is maintained by slots at its front end.
General No. 4 Bearing
Low Pressure Turbine Shaft The no. 4 bearing, which takes the high pressure turbine (HPT) rotor radial loads,
is a roller bearing installed between the HPT rear shaft and the LPT shaft. The
The low pressure turbine (LPT) shaft module connects the fan shaft with the LPT
bearing outer race is housed in the HPT rear shaft bore, and its inner race is bolted
rotor. It is composed of the LPT shaft, center vent tube and center vent tube rear
to the front face of the LPT shaft integral hub. The inner race has a shoulder which
extension duct. The aft end of the LPT shaft is supported by the No. 5 bearing ; its
would act as an emergency bearing in case of roller failure. The inner race front
forward end is coupled with the fan shaft. The LPT shaft has 2 functions : coupling
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end is provided with a sump air seal.
the fan/booster rotor with the LPT rotor and providing for high pressure turbine
rear support through the No. 4 bearing. In addition, the LPT shaft houses the cent- No. 5 Bearing
er vent tube of the forward and aft engine sumps.
The No. 5 Bearing supports the LPT rotor aft end inside the turbine frame and
The LPT shaft module consists of the following major parts: takes the radial loads. The bearing outer race is mounted in the turbine frame and
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• LPT shaft. its inner race is mounted at the rear of the LPT shaft integral hub. Axial retention
• No. 4 roller bearing. is provided by a retainer nut.
• No. 5 roller bearing. Retainer nut relative position is maintained by rivet.
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Description
Low Pressure Turbine Shaft
The LPT shaft is made of steel alloy. It is located concentrically in the high pres-
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sure rotor system. Its forward end is provided with outer splines for coupling with
the fan shaft. It is axially retained by a shoulder and a coupling nut. At the aft end
of the shaft, the No. 4 and 5 bearings are located axially on both sides of an inte-
gral hub.
On the rear face, the hub supports 2 rotating air/oil seals which control the air cir-
culation through the LPT rotor and the sump pressurizing air. On the front face,
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the hub supports the turbine rotor support.
The center vent tube is made of composite material. It is installed inside the LPT
shaft. Its forward end is inserted in the LPT shaft plug and its aft end is supported
by the LPT shaft hub. It is maintained coaxial in the LPT shaft through 2 inner lo-
cating diameters: one at the front end of the LPT shaft; the other at the rear end
of the shaft.
The center vent tube rear extension duct is installed at the aft end of the center
vent tube. Its relative angular position is maintained by locating pins, and axial re-
tention is provided by an inner nut threaded into the center vent tube. A centrifugal
REAR ROTATING
AIR SEAL
AFT ROTATING
AIR/OIL SEAL
No.4 ROLLER BEARING
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SHAFT
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CENTER VENT TUBES REAR
EXTENSION DUCT
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No.5 ROLLER BEARING
INTEGRAL HUB
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• The Integrated Drive Generator (IDG) (electrical power generation) at 0.5947
N2.
• Hydraulic pump (hydraulic power generation) at 0.256 N2.
• The Hydromechanical Unit (HMU) and the fuel pump at 0.423 N2.
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• The lubrication unit at 0.423 N2.
• The ECU control alternator
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RADIAL DRIVE
SECTION SHAFT HOUSING
B-B B
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HORIZONTAL DRIVE
SHAFT HOUSING
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FAN INLET
CASE
IGB
OIL
DISTRIBUTOR
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RADIAL DRIVE
SHAFT
FAN FRAME
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THICK STRUT
(6:00 O'CLOCK)
SHAFT
TGB
MID-LENGTH
BALL BEARING
AGB HORIZONTAL
DRIVE SHAFT
AGB Housing
The AGB housing is mounted underneath the fan inlet case and it is secured by 2
clevis mounts with shouldered bushings.
It features mounting pads on its front face for the following equipments:
• Lube unit
• Hydraulic pump
• Handcranking pad
• Control alternator
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• Intergrated drive generator
Its rear face connects with the horizontal drive shaft housing and provides for
mounting of the following:
• Fuel pump
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• Starter
• N2 speed sensor
The AGB housing is a aluminium casting.
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FUEL PUMP/HMU
DRIVE PAD
N2 SPEED
SENSOR
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MOUNTING
HORIZONTAL PAD
DRIVE SHAFT
HOUSING
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LUBRICATION
UNIT DRIVE
STARTER PAD
DRIVE
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PAD
HYDRAULIC
PUMP DRIVE
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PAD
HANDCRANKING
DRIVE PAD
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73-00 General •
•
HP Turbine Active Clearance Control (HPTACC)
LP Turbine Active Clearance Control (LPTACC)
• Burner Staging Valve or BSV/Burner Selection Valve
Engine Fuel System • and Fuel metering Valve.
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return valve will be opened by the ECU, according to a given engine oil tempera-
Fuel Feed ture.
The fuel coming from the aircraft tanks supplies the main fuel pump and is heated When the engine oil temperature exceeds 90 degrees C (200 degrees F) the ECU
by the engine oil scavenge line before entering into the Hydro Mechanical Unit sends a signal to open the Fuel Return Valve. This signal is inhibited at Take-Off,
climb and when the A/C tank temperatures are high. A hydraulic signal from the
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(HMU).
HP fuel SOV closes the valve at engine shutdown.
A fuel differential pressure switch provides indication to the cockpit if the filter is
clogged.
ECU Control
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Metered Fuel The Engine Control Unit sends electrical signals to the torque motor servo valves
of both the hydro mechanical unit and the fuel return valve. Thus, it provides the
The fuel from the main pump passes through a fuel metering valve and HP fuel commanded position for the slave systems.
shut-off valve included into the hydro mechanical unit which provides the fuel flow
to the nozzles. A BSV/burner selection valve controlled by ECU supplies either 20, For each valve of VBV, VSV, RACC or TBV or NAC/TB, HPTACC, LPTACC and
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30 or 40 nozzles at lower or higher power. Fuel systems the ECU has a control schedule. If a schedule is no longer opera-
tional, the corresponding valve goes to a fail safe position. For example VBV open,
The fuel metering valve is controlled by the ECU and provides the adequate fuel VSV close, burner staging valve opens, fuel metering valve closes (engine shut-
flow.
down).
The fuel flow is measured by a flow meter for cockpit indication.
The LP and HP Fuel shut-off valves close when the ENG MASTER lever is set to
OFF.
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Servo Fuel
Filtered fuel from the wash filter passes through a servo-fuel heater and to the ser-
vo valves of the hydro mechanical unit and the fuel return valve.
In the Hydro Mechanical Unit (HMU) the servo valves are hydraulically driven
through torque motors by the ECU to provide the operations of:
• Variable Stator Vanes (VSV)
• Variable Bleed Valves (VBV)
• Rotor Active Clearance Control (RACC) or Nacelle Cooling (NAC)
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OIL/FUEL
HEAT
EXCHANGERS
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BSV
FUEL PUMP
FUEL FLOW
TRANSMITTER
HMU
Distribution
Pre- Mod Engine
The engine fuel supply distribution system mainly consists of:
• a fuel supply line
• an engine two-stage pump and filter assembly
• an engine oil/fuel heat exchanger (Ref. 79-20-00)
• a servo fuel heater
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• a hydromechanical unit (Ref. 73-20-00)
• an IDG oil cooler
• a fuel return valve system
• a Burner Selection Valve (BSV)
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• a fuel manifold
• 20 double tip fuel nozzles (16 standard and 4 pilot nozzles)
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The engine fuel supply distribution system mainly consists of:
• a fuel supply line
• an engine two-stage pump and filter assembly
• an engine oil/fuel heat exchanger (Ref. 79-20-00)
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• a servo fuel heater
• a hydromechanical unit (Ref. 73-20-00)
• an IDG oil cooler
• a fuel return valve system
• a fuel manifold
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• 20 fuel nozzles (16 standard and 4 pilot nozzles)
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FUEL MAIN
PUMP
OIL/FUEL
LP STAGE IDG
HEAT
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OIL
EXCHANGER
COOLER
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FUEL
FILTER
HP STAGE
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HMU
METERING
SYSTEM FUEL FLOW
FUEL
NOZZLE IO FUEL
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TRANSMITTER NOZZLES
FILTER
IO FUEL
BSV
HMU NOZZLES
SERVO
SERVO VALVES
FUEL
MECHANISMS ACTUATORS
HEATER
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TEMEPERATURE
FUEL
HEATER VARIABLE
TO FUEL STATOR VARIABLE STATOR VANES
RETURN VALVE T/M ACTUATORS
VANES
MAIN FILTER
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INNER TANKS HIGH PRESSURE TURBINE
PUMP HPTACC
T/M ACTIVE CLEARANCE CONTROL
LP VALVE ACTUATOR
DP
SWITCH FUEL
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BSV NOZZLES
SOL
(SEE NOTE)
VBV MOTOR
HP
VARIABLE
PUMP 10 X
BLEED T/M
ENG 1 FIRE LP PUMP
VALVES
10 X
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PUSH
FUEL
WASH
METERING
FILTER PRESSURIZING
T/M
ON ENG AND SHUTOFF
1 METERING VALVE
BURNER
VALVE STAGING
VALVE
OFF (SEE NOTE)
FUEL DOWNSTREAM
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FUEL RETURN VALVE FLOWMETER
COMP.
FILTER
VALVE
BYPASS
VALVE HP SHUT OFF
MIX
SOLENOID
PILOT
IDG OIL
VALVE COOLER
PRESSURE FLOW
CONT FROM SERVOS
HOLDING NON VALVE SOL1 SOL2
ECU
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The ECU control logic of the FRy is mainly based on the engine oil temperature.
Above a certain engine oil temperature, the ECU orders a FRV low return fuel flow.
When the engine oil temperature increases, the ECU orders a high return fuel
flow.
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Prior to the delivery of those two fuel flow levels to the aircraft tank, the hot fuel is
mixed with cold fuel to limit its temperature.
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Description
The Fuel Return Valve assembly consists of:
• two solenoid valves V1 and V2,
• a metering System,
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• a shut-off valve,
• a pilot valve,
• position switches.
The metering system consists of:
• a flow control valve.
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• a mixing chamber,
• a compensating valve.
At engine oil temperature values, the ECU sets the Fuel Return Valve in the closed
or open position, and selects the low or high return fuel flow.
The FRV position demand schedule from the ECU is based on various parameters
such as: T engine oil, FLSCU, N2.
Operation
When de-energized, solenoid valves V1 and V2, spring loaded in the closed posi-
tion, close the high pressure supply line (PSF).
NO RETURN FUEL FLOW CONDITION: Fuel goes to the FRV shut-off valve
which closes the fuel return port under spring load. Since there is no way for the
fuel to exit to the A/C tank, the fuel is returned to the main oil/fuel heat exchanger.
When the engine oil temperature reaches low return fuel flow value, the ECU
sends an opening signal to the V1 solenoid valve.
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LOW RETURN FUEL FLOW OPERATION: PSF pressure pushes the shut-off
valve against spring load, opening the fuel return flow to A/C tank.
The flow control valve is pushed against the spring by cold fuel pressure, closing
the outlet port partially.
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Shut-off valve position switches send an opened signal to the ECU.
When the engine oil temperature increases and reaches high return fuel flow val-
ue, the ECU sends an electrical opening signal to the V2 solenoid valve.
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HIGH RETURN FLOW OPERATION: PSF pressure now maintains the shut-off
valve open, and the pilot valve is moves down. The flow control valve moves to
the left, opening completely the orifice in connection with the A/C return circuit.
The compensating valve will move to maintain the outlet fuel flow constant.
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The stop function cuts off the return fuel flow delivery to the aircraft tank.
SHUT-OFF SYSTEM: When fuel shut-off signal is sent by the HMU shut-off valve,
the FRV shut-off valve is pushed in the closed position under fuel pressure and
spring load and ECU de-energizes solenoids.
The FRV shut-off valve switches transmit the closed position to the ECU.
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COLD FUEL (FROM LP PUMP STAGE) COLD FUEL (FROM LP PUMP STAGE)
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MIX MIX
HOT FUEL HOT FUEL
PILOT (FROM IDG OIL COOLER) PILOT (FROM IDG OIL COOLER)
FLOW VALVE FLOW VALVE
CONT CONT
VALVE SOL1 SOL2 SOL1 SOL2
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VALVE
FUEL FUEL
DRAIN DRAIN
SERVO FUEL (PSF) SERVO FUEL (PSF)
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FUEL STOP SIGNAL FUEL FUEL STOP SIGNAL
B B
RETURN
A TO TANK A
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COLD FUEL (FROM LP PUMP STAGE) ! 2%452.
&/27!2$
4!.+
FUEL RETURN VALVE
COMP.
VALVE
34/0
&5%, $2!). 6!,6%
!339
!
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MIX
HOT FUEL 02% 3"