Single Aisle Technical Training Manual M

SINGLE AISLE
TECHNICAL TRAINING MANUAL

MAINTENANCE COURSE - T2
POWER PLANT (CFM56-5B)
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
All rights reserved

No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
SINGLE AISLE TECHNICAL TRAINING MANUAL
POWER PLANT (CFM56-5B)

ENGINE FUEL AND CONTROL
FADEC
FADEC Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FADEC Architecture (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
FADEC Principle (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ECU Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
EIU Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
ECU Electrical PWR SPLY Control (3) . . . . . . . . . . . . . . . . . . . . . . 16
ENGINE CONTROLS
Engine Thrust Management (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
ENGINE INDICATING
Engine Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
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70 - POWER PLANT (CFM56-5B) TABLE OF CONTENTS Page 1
FADEC PRESENTATION (1)

GENERAL POWER SUPPLY
The engine control is built around a Full Authority Digital Engine Control Each ECU is powered by a three-phase permanent magnet alternator
(FADEC) system. It serves as an interface between the A/C and the engine when the engine N2 > 15%. The FADEC Control Alternator provides an
control and monitoring components. independent power supply to both ECU channels.
The FADEC system of each engine consists of a dual channel Electronic A/C power is required up to 15% N2, for engine starting, for testing with
Control Unit (ECU), with its associated peripherals. the engine shut down, and as back-up in case of alternator failure.
The ECU is the computer of the FADEC system and is located on the
engine fan case.
FADEC FUNCTIONS
The FADEC provides the regulation and scheduling of the engine systems
to control the thrust and optimize engine operation.
The FADEC system performs engine control functions and engine/A/C
integration.
The Engine control functions include:
- power management control,
- Variable Bleed Valve (VBV) control,
- Variable Stator Vane (VSV) control,
- Transient Bleed Valve (TBV) control,
- fuel control regulation,
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- High Pressure Turbine Active Clearance Control (HPTACC),

- Low Pressure Turbine Active Clearance Control (LPTACC),
- Fuel Return Valve (FRV) control.
Engine/A/C integration includes:
- engine indication,
- engine maintenance data,
- automatic and manual starting,
- thrust reverser control,
- autothrust,
- condition monitoring data.

70 - POWER PLANT (CFM56-5B) FADEC PRESENTATION (1) Page 2
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POWER SUPPLY

70 - POWER PLANT (CFM56-5B) FADEC PRESENTATION (1) Page 3
FADEC ARCHITECTURE (1)

DUAL CHANNEL BITE CAPABILITY
The Full Authority Digital Engine Control (FADEC) system is fully The ECU is equipped with a Built-in Test Equipment (BITE) system
redundant and built around two independent control channels. which provides maintenance information and test capabilities via the
Dual inputs, dual outputs, and automatic switch over from one channel MCDU.
to the other, eliminates any dormant failure.
The Electronic Control Unit (ECU) consists of two channels (A and B). FAULT STRATEGY
Each channel can control the different components of the engine systems.
The ECU can detect and isolate failures using the BITE system.
Channels A and B are permanently operational. The channel in control
The BITE system allows the ECU to switch engine control functions
manages the systems.
from a faulty channel to the healthy one.
DUAL INPUTS FAIL SAFE CONTROL
All control inputs to the FADEC system are dual. Only some secondary
If one channel is faulty, and the channel that is in control cannot ensure
parameters used for monitoring and indicating are single.
an engine component function, the component is moved to a fail-safe
To increase the fault tolerant design, the parameters are exchanged
position.
between the two control channels (inside the ECU) via the cross channel
Example: if one channel is faulty and the other channel is unable to control
data link. Each channel can also operate independently, without cross
the Variable Bleed Valve (VBV) position, the VBVs are set to the fail-safe
channel data link.
open position.
HARDWIRED INPUTS
Most of the communication between the A/C systems and the ECU is
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transmitted over digital data buses.

In addition, some signals are hardwired directly from the A/C to the ECU.
DUAL OUTPUTS
All of the ECU control outputs are dual. The channel that is in control
supplies the control signals to the various components such as torque
motors and solenoids.
The other channel calculation is used for crosschecking.

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FAIL SAFE CONTROL

FADEC ARCHITECTURE (1)

MAIN INTERFACES
The ECU performs its tasks by interfacing with A/C system computers,
either directly, or via the Engine Interface Unit (EIU). The EIU is an
interface concentrator that serves as the communication link, between
the A/C systems and the FADEC system. There is one EIU for each
engine.
The ECU receives inputs from:
- Air Data Inertial Reference Units (ADIRUs),
- Flight Control Unit (FCU),
- Environmental Control System (ECS) computers,
- Centralized Fault Display Interface Unit (CFDIU),
- Landing Gear Control and Interface Units (LGCIUs),
- cockpit engine controls including fire, anti-ice systems and Throttle
Lever Angle (TLA).
The ECU sends outputs to:
- Flight Data Interface and Management Unit (FDIMU),
- Flight Warning Computers (FWCs),
- Display Management Computers (DMCs),
- Flight Management and Guidance Computers (FMGCs),
- Centralized Fault Display Interface Unit (CFDIU),
- Bleed air Monitoring Computers (BMCs) through the EIU.
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MAIN INTERFACES

FADEC PRINCIPLE (2)

GENERAL ENGINE LIMIT PROTECTION
The Full Authority Digital Engine Control (FADEC) system manages The FADEC provides overspeed protection for N1 and N2, in order to
the engine thrust and optimizes the performance. prevent the engine from exceeding certified limits and also monitors the
EGT.
FADEC
ENGINE SYSTEM CONTROL
The FADEC consists of the Electronic Control Unit (ECU) and its
peripheral components and sensors used for control and monitoring. The FADEC provides optimal engine operation by controlling:
The ECU interfaces with the other A/C systems through the Engine - FF,
Interface Unit (EIU). - Turbine Clearance and Compressor Airflow.
The primary parameters (N1, N2, Exhaust Gas Temperature (EGT), Fuel
Flow (FF), Fuel Temp) are sent directly by the ECU to the ECAM. The STARTING AND IGNITION CONTROL
secondary parameters are sent to the ECAM through the EIU.
The FADEC controls the engine start sequence.
ENGINE INTERFACE UNIT It monitors N1, N2, and EGT parameters and can abort or recycle an
engine start.
Each EIU, located in the avionics bay, is an interface concentrator between The FADEC controls the starting and ignition in automatic mode when
the airframe and the corresponding ECU located on the engine. initiated from the ENG start panel (115 VU) or manual mode when
There is one EIU for each engine. It interfaces with the corresponding initiated from the ENG MAN START panel.
ECU.
THRUST REVERSER
POWER MANAGEMENT
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The FADEC entirely supervises the thrust reverser operation.

The FADEC provides automatic engine thrust control and thrust parameter In case of malfunction, the thrust reverser is stowed.
limit computation.
The FADEC manages power according to two thrust modes:
- manual mode depending on Throttle Lever Angle (TLA),
- autothrust mode depending on autothrust function generated by the
Auto Flight System (AFS).
The FADEC also provides two idle mode selections: minimum idle and
approach idle, obtained when the slats are extended. The idle can also be
modulated up to approach idle depending on: air conditioning demand,
wing anti-ice demand, engine anti-ice demand and oil temperature (for
Integrated Drive Generator (IDG) cooling).
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THRUST REVERSER

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ECU INTERFACES (3)

GENERAL ECU CHANNEL B OUTPUTS
The Electronic Control Unit (ECU) interfaces with various systems Channel B provides the same outputs as channel A to the A/C computers,
through channels A and B. but through another bus network.
ECU CHANNEL A INPUTS

Via bus network, channel A receives the anemometric parameters for
thrust calculation from the Air Data Inertial Reference System (ADIRS),
and from the Engine Interface Unit (EIU) receives the A/C command
signals for engine control.
The ECU also receives electrical signals from the autothrust instinctive
disconnect switches, and the corresponding engine sensors. The Throttle
Control Unit sends the Throttle Resolver Angle (TRA).
NOTE: The relationship between the Throttle Lever Angle (TLA) and
TRA is linear and: 1 degree TLA is 1.9 degrees TRA.
The electrical power for its own supply and the ignition comes from the
EIU.
ECU CHANNEL B INPUTS

Channel B has the same inputs as channel A from the ADIRS, EIU,
Throttle Control Unit, autothrust disconnect switches and engine sensors.
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ECU CHANNEL A OUTPUTS

Channel A provides outputs via ARINC buses to the: EIU, Flight Data
Interface and Management Unit (FDIMU) - DMU part, Flight Warning
Computers (FWCs), Display Management Computers (DMCs), Flight
Management and Guidance Computers (FMGCs).
Channel A also provides outputs to the engine controls (torque motors
and solenoids).

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ECU CHANNEL B OUTPUTS

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EIU INTERFACES (3)

INPUTS ANALOG INPUTS
The EIU receives analog signals corresponding to values of secondary
The Engine Interface Unit (EIU) receives digital, discrete and analog parameters from engine sensors, for display on the ECAM engine
inputs. page.
DIGITAL INPUTS
OUTPUTS
The Engine Interface Unit (EIU) receives digital inputs from:
- the Centralized Fault Display Interface Unit (CFDIU) for engine The EIU sends digital and discrete outputs.
troubleshooting and test,
DIGITAL OUTPUTS
- the Air Conditioning System Controller (ACSC), for bleed air
demands of the air conditioning system, The EIU sends digital outputs to:
- and the Flight Control Unit (FCU) for the auto-thrust function. - the Bleed Monitoring Computer (BMC) for pneumatic valve
The EIU also receives data from each channel of the Electronic Control operation,
Unit (ECU). - the Flight Warning Computers (FWC) for alarms and indication,
- and, the Centralized Fault Display Interface Unit, (CFDIU) for fault
DISCRETE INPUTS messages.
The EIU receives command signals from the following control panels: Other digital outputs are sent to channel A and channel B of the ECU.
- wing anti-ice,
DISCRETE OUTPUTS
- engine anti-ice,
- Full Authority Digital Engine Control (FADEC) ground power panel, The EIU provides the following discrete outputs to other A/C systems
- engine fire panel, for some required commands and specific engine operations:
- engine start panel, - start valve closure,
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- Throttle Control Unit thrust reverser microswitch. - thrust reverser inhibition,

It also receives specific signals of A/C configuration from the - APU boost demand,
following computers: - oil low pressure,
- Landing Gear Control Interface Unit (LGCIU), - HP fuel Shut-off Valve (SOV) closed,
- Slat and Flap Control Computer (SFCC), - N2 above minimum idle,
- Fuel Level Sensing Control Unit (FLSCU). - Throttle Lever Angle (TLA) in takeoff position,
- engine FAULT light on.
OTHER DISCRETE INPUTS
Other discrete inputs are provided for the engine oil low pressure SUPPLY MODULE
warning.
The EIU contains a power supply module that is used to supply electrical
power to the ECU and the ignition systems.

70 - POWER PLANT (CFM56-5B) EIU INTERFACES (3) Page 12
NOTE: If the EIU electrical power is lost, the EIU fails and engine
restart is not possible.
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SUPPLY MODULE

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ECU ELECTRICAL PWR SPLY CONTROL (3)

GENERAL AUTO DEPOWERING
The Electronic Control Unit (ECU) is supplied from the aircraft electrical The FADEC is automatically depowered on the ground, through the EIU,
power when the engine is shut down or when N2<15%. The Permanent after engine shutdown.
Magnet Alternator (PMA) supplies the ECU when the engine is running ECU automatic depowering on the ground:
and N2>15%. - five minutes after aircraft power up,
- five minutes after engine shut down.
POWERING N2<15% Note that releasing the ENGine FIRE P/B out provides ECU power cut
off from the aircraft network.
Each channel is independently supplied by the aircraft 28 VDC through
the Engine Interface Unit (EIU). At initial A/C power-up, both engine FADEC GROUND POWER PANEL
ECUs are supplied with aircraft power for 5 minutes.
Aircraft 28 VDC is used for: For maintenance purposes and MCDU engine tests, the ENGine FADEC
- power-up check of the Full Authority Digital Engine Control (FADEC) GrouND PoWeR panel (50VU) permits FADEC power supply to be
before engine start, restored on the ground with engine shut down.
- engine starting, When the corresponding ENGine FADEC GrouND PoWeR P/B is pressed
- powering the ECU while the engine is running below 15% N2. ON the ECU receives its power supply again. The ECU will be depowered
Note that the EIU takes its power from the same bus bar as ECU. after 5 minutes of no MCDU activity.
Also note that the FADEC is repowered as soon as the engine start selector
POWERING N2>15% is selected to CRANK or IGNition START or the MASTER switch is
selected ON.
As soon as engine is running above 15% of N2, the ECU PMA is able
to directly supply the ECU.
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The ECU PMA supplies each channel with three-phase AC power. Two
transformer rectifiers provide 28 VDC power supply to channels A and
B.
Above 15% of N2, the ECU logic automatically switches to ECU PMA
supply. The supply from the aircraft network is cut off through the EIU
depowering function.
Note that in case of ECU PMA failure, the ECU will automatically
receive, as back-up, the 28 VDC power from the aircraft network through
the EIU.

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FADEC GROUND POWER PANEL

70 - POWER PLANT (CFM56-5B) ECU ELECTRICAL PWR SPLY CONTROL (3) Page 17
ENGINE THRUST MANAGEMENT (3)

BASIC INFORMATION
Some basic information about Engine Thrust Management is shown in
this module.
PREDICTED N1
The predicted N1 is indicated by a white circle in case of classic
ECAM version and by a blue circle in case of enhanced ECAM
version, on the N1 indicator and corresponds to the value determined
by the Throttle Lever Angle (TLA).
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BASIC INFORMATION / PREDICTED N1


BASIC INFORMATION (continued)
THRUST LIMIT MODE
The throttle levers are used as thrust limit mode selectors. Depending
on the throttle lever position, a thrust limit mode is selected and
appears on the upper ECAM display.
If the throttle levers are set between two detent points, the upper detent
will determine the thrust limit mode.
The thrust limit modes are: Climb (CL), Flexible Take Off or
Maximum Continuous Thrust (FLX/MCT), or Take Off Go Around
(TOGA).
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BASIC INFORMATION / THRUST LIMIT MODE


N1 LIMIT
For each thrust limit mode selection, an N1 limit is computed
according to the Air Data Reference (ADR) and appears on the upper
ECAM display near the thrust limit mode indication.
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BASIC INFORMATION / N1 LIMIT


N1 TARGET
In Autothrust (A/THR) function, the Flight Management and Guidance
System (FMGC) computes an N1 target according to air data and
engine parameters and sends it to the Electronic Control Unit (ECU).
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BASIC INFORMATION / N1 TARGET


N1 COMMAND
The N1 command, used to regulate the fuel flow, is the FMGC N1
target when the A/THR function is active.
When the A/THR function is not active, the N1 command is the N1
corresponding to the TLA.
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BASIC INFORMATION / N1 COMMAND


ACTUAL N1
The actual N1 is the actual value given by the N1 speed sensor.
This actual N1 is displayed in green on the N1 indicator and this actual
N1 signal is also compared to the N1 command.
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BASIC INFORMATION / ACTUAL N1


AUTOTHRUST CONTROL MODE
The A/THR function is engaged manually when the A/THR P/B is
selected or automatically at take off power application.
AUTOTHURST ACTIVE
When engaged, the A/THR function becomes active when the throttle
levers are set to CLimb detent after take off. The N1 command is the
FMGC N1 target.
A/THR function is normally active when the throttle levers are set
between IDLE and CLimb (including CLimb).
The A/THR active range is extended to MCT in the case of single
engine operation.
When the throttle levers are set between two detent points, the N1
command is limited by the throttle lever position.
Note: In Alpha Floor condition the A/THR function becomes active
automatically. The N1 target is TOGA.
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AUTOTHRUST CONTROL MODE / AUTOTHURST ACTIVE


AUTOTHRUST CONTROL MODE (continued)
AUTOTHRUST NOT ACTIVE
When engaged, the A/THR function becomes inactive when the
throttle levers are set above CLimb with 2 engines running.
The N1 command corresponds to the TLA. A/THR function is not
active above MCT in case of single engine operation.
The A/THR function is disengaged when the throttle levers are set at
IDLE stop.
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AUTOTHRUST CONTROL MODE / AUTOTHRUST NOT ACTIVE


MANUAL CONTROL MODE
Manual mode when A/THR not engaged.
The ECU processes the N1 command signal according to the TLA.
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MANUAL CONTROL MODE

ENGINE WARNINGS (3)

LOW N1
In case of low N1 warning, the MASTER CAUTion comes on and the
aural warning sounds.
The failure is shown amber on the upper ECAM display, and the lower
ECAM SD ENGINE page appears.
This warning appears when there is a low N1 rotation speed during engine
start.
This warning is inhibited in flight phases 4, 5, 6, 7, 8, 9, and 10.
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LOW N1

ENGINE WARNINGS (3)

EGT, N1 OR N2 OVERLIMIT
In case of Exhaust Gas Temperature (EGT), N1 or N2 over limit warning,
the MASTER CAUTion comes on and the aural warning sounds.
The EGT indication is shown red and the failure message appears amber
on the upper ECAM display.
This warning appears when EGT exceeds 950 degrees Celsius.
The over limit for N1 is 104% and the corresponding message is 'ENG
1 (2) N1 OVER LIMIT".
The over limit for N2 is 105% and the corresponding message is 'ENG
1 (2) N2 OVER LIMIT".
This warning is inhibited in flight phases 4, and 8.
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EGT, N1 OR N2 OVERLIMIT

ENGINE WARNINGS (3)

THROTTLE LEVER DISAGREE
In case of throttle lever disagreement warning, the MASTER CAUTion
comes on and the aural warning sounds.
This warning appears when there is a disagreement between both resolvers
of a throttle lever.
This warning is inhibited in flight phases 4, 5, and 8.
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THROTTLE LEVER DISAGREE

ENGINE WARNINGS (3)

THROTTLE LEVER FAULT
In case of throttle lever fault warning, the MASTER CAUTion comes
on and the aural warning sounds.
The failure is shown amber on the upper ECAM display.
This warning appears when both resolvers on one throttle lever are lost.
This warning is inhibited in flight phases 4, 5, and 8.
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THROTTLE LEVER FAULT

ENGINE WARNINGS (3)

OIL LOW PRESSURE
In case of oil low pressure warning, the MASTER WARNing flashes
and the aural warning sounds.
The failure is shown red on the upper ECAM display, and the lower
This warning appears when the oil pressure is lower than 13 PSI.
This warning is inhibited in flight phases 1 and 10.
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OIL LOW PRESSURE

ENGINE WARNINGS (3)

OIL HIGH TEMPERATURE
In case of oil high temperature warning, the MASTER CAUTion comes
on and the aural warning sounds.
This warning appears when the engine oil temperature is between 140
degrees Celsius and 155 degrees Celsius for more than 15 minutes, or if
the oil temperature is greater than 155 degrees Celsius.
This warning is inhibited in flight phases 4, 5, 7, and 8.
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OIL HIGH TEMPERATURE

ENGINE WARNINGS (3)

OIL FILTER CLOG
In case of oil filter clog warning, the failure is shown amber on the ECAM
displays.
This warning appears when the pressure loss across the main supply oil
filter is excessive (differential pressure greater than 25.5 PSI).
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OIL FILTER CLOG

ENGINE WARNINGS (3)

FUEL FILTER CLOG
In case of fuel filter clog warning, the failure is shown amber on the
ECAM displays.
This warning appears when the pressure loss across the fuel filter is
excessive (differential pressure greater than 11.5 PSI).
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FUEL FILTER CLOG

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FUEL FILTER CLOG

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AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE U2A05411
OCTOBER 2005
PRINTED IN FRANCE
AIRBUS S.A.S. 2005
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY

WITH BAE SYSTEMS

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SINGLE AISLE

TECHNICAL TRAINING MANUAL

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reserved

POWER PLANT (CFM56-5B)

MAINTENANCE COURSE - T2 Oct 14, 2005

FADEC PRESENTATION (1)

- High Pressure Turbine Active Clearance Control (HPTACC),

MAINTENANCE COURSE - T2 Oct 14, 2005

MAINTENANCE COURSE - T2 Oct 14, 2005

FADEC ARCHITECTURE (1)

transmitted over digital data buses.

MAINTENANCE COURSE - T2 Oct 14, 2005

FAIL SAFE CONTROL

MAINTENANCE COURSE - T2 Oct 14, 2005

FADEC ARCHITECTURE (1)

MAINTENANCE COURSE - T2 Oct 14, 2005

MAINTENANCE COURSE - T2 Oct 14, 2005

FADEC PRINCIPLE (2)

The FADEC entirely supervises the thrust reverser operation.

MAINTENANCE COURSE - T2 Oct 14, 2005

ECU INTERFACES (3)

ECU CHANNEL A INPUTS

ECU CHANNEL B INPUTS

ECU CHANNEL A OUTPUTS

MAINTENANCE COURSE - T2 Oct 14, 2005

ECU CHANNEL B OUTPUTS

MAINTENANCE COURSE - T2 Oct 14, 2005

EIU INTERFACES (3)

- Throttle Control Unit thrust reverser microswitch. - thrust reverser inhibition,

MAINTENANCE COURSE - T2 Oct 14, 2005

MAINTENANCE COURSE - T2 Oct 14, 2005

MAINTENANCE COURSE - T2 Oct 14, 2005

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MAINTENANCE COURSE - T2 Oct 14, 2005

ECU ELECTRICAL PWR SPLY CONTROL (3)

MAINTENANCE COURSE - T2 Oct 14, 2005

FADEC GROUND POWER PANEL

MAINTENANCE COURSE - T2 Oct 14, 2005

ENGINE THRUST MANAGEMENT (3)

MAINTENANCE COURSE - T2 Oct 14, 2005

BASIC INFORMATION / PREDICTED N1

MAINTENANCE COURSE - T2 Oct 14, 2005

ENGINE THRUST MANAGEMENT (3)

MAINTENANCE COURSE - T2 Oct 14, 2005

BASIC INFORMATION / THRUST LIMIT MODE

MAINTENANCE COURSE - T2 Oct 14, 2005

ENGINE THRUST MANAGEMENT (3)

MAINTENANCE COURSE - T2 Oct 14, 2005

BASIC INFORMATION / N1 LIMIT

MAINTENANCE COURSE - T2 Oct 14, 2005

ENGINE THRUST MANAGEMENT (3)

MAINTENANCE COURSE - T2 Oct 14, 2005

BASIC INFORMATION / N1 TARGET

MAINTENANCE COURSE - T2 Oct 14, 2005

ENGINE THRUST MANAGEMENT (3)

MAINTENANCE COURSE - T2 Oct 14, 2005