Cfm56 5b Engine Systems

TRAINING MANUAL
CFM56-5B
ENGINE SYSTEMS
JANUARY 2003
CTC-201 Level 4
TOC
EFG
CFM56-5B TRAINING MANUAL
ENGINE SYSTEMS
Published by CFMI
CFMI Customer Training Center CFMI Customer Training Services

Snecma Services - Snecma Group GE Aircraft Engines
Direction de l’Après-Vente Civile Customer Technical Education Center
MELUN-MONTEREAU 123 Merchant Street
Aérodrome de Villaroche B.P. 1936 Mail Drop Y2
77019 - MELUN-MONTEREAU Cedex Cincinnati, Ohio 45246
FRANCE USA
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321 GENERAL Page 1
CFMI PROPRIETARY INFORMATION Dec 02
EFG
THIS PAGE INTENTIONALLY LEFT BLANK
EFFECTIVITY
EFG
This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no
update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult
pertinent maintenance publications.
The information (including technical data) contained in this document is the property of CFM International (GE and
SNECMA). It is disclosed in confidence, and the technical data therein is exported under a U.S. Government license.
Therefore, None of the information may be disclosed to other than the recipient.
In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported
or disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government
and CFM International.
COPYRIGHT 1998 CFM INTERNATIONAL
EFFECTIVITY
EFG
EFFECTIVITY
EFG
TABLE OF CONTENTS
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321 CONTENTS Page 1
CFMI PROPRIETARY INFORMATION ENGINE SYSTEMS Jan 03
EFG
Chapter Section Page
Table of contents 1 to 4
Lexis 1 to 10
Intro 1 to 12
ECU
73-21-60 Electronic control unit 1 to 28
Sensors 1 to 42
Harnesses
73-21-50 Engine wiring harnesses 1 to 10
Starting & ignition

80-00-00 Starting system 1 to 12
80-11-20 Starter air valve 1 to 12
80-11-10 Pneumatic starter 1 to 8
74-00-00 Ignition 1 to 14
Power management & fuel control 1 to 14
EFFECTIVITY
EFG
Fuel
73-11-00 Fuel distribution 1 to 8
73-11-10 Fuel pump 1 to 22
79-21-20 Main oil / fuel heat exchanger 1 to 6
73-11-20 Servo fuel heater 1 to 4
73-21-18 Hydromechanical unit 1 to 50
73-30-11 Fuel flow transmitter 1 to 8
73-11-45 Fuel nozzle filter 1 to 4
73-11-70 Burner staging valve 1 to 14
73-11-40 Fuel nozzle 1 to 12
73-11-64 IDG oil cooler 1 to 8
73-11-50 Fuel return valve 1 to 18
Geometry control
75-30-00 Variable geometry control system 1 to 4
75-31-00 Variable bleed valve 1 to 18
75-32-00 Variable stator vane 1 to 12
Clearance control
75-26-00 Transient bleed valve 1 to 12
75-21-00 High pressure turbine clearance control 1 to 10
75-22-00 Low pressure turbine clearance control 1 to 10
EFFECTIVITY
EFG
Oil
79-00-00 Oil general 1 to 14
79-11-00 Oil tank 1 to 6
79-20-00 Anti-siphon 1 to 4
79-21-10 Lubrication unit 1 to 16
79-21-50 Master chip detector 1 to 6
79-21-60 Magnetic contamination indicator 1 to 6
79-30-00 Oil indicating components 1 to 4
79-31-00 Oil quantity transmitter 1 to 4
79-32-00 Oil temperature sensor 1 to 4
79-33-00 Oil pressure transmitter and oil low
pressure switch 1 to 6
Powerplant Drains
71-70-00 Powerplant Drains 1 to 8
Thrust reverser
78-30-00 Thrust reverser 1 to 12
Vibration sensing
77-31-00 Vibration sensing 1 to 12
EFFECTIVITY
EFG
LEXIS
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321 LEXIS Page 1
CFMI PROPRIETARY INFORMATION Nov 02
TOC
EFG
A ATC AUTOTHROTTLE COMPUTER

A/C AIRCRAFT ATHR AUTO THRUST
AC ALTERNATING CURRENT ATO ABORTED TAKE OFF
ACARS AIRCRAFT COMMUNICATION ADRESSING AVM AIRCRAFT VIBRATION MONITORING
and REPORTING SYSTEM
ACMS AIRCRAFT CONDITION MONITORING B
SYSTEM BITE BUILT IN TEST EQUIPMENT
ACS AIRCRAFT CONTROL SYSTEM BMC BLEED MANAGEMENT COMPUTER
ADC AIR DATA COMPUTER BPRV BLEED PRESSURE REGULATING VALVE
ADEPT AIRLINE DATA ENGINE PERFORMANCE BSI BORESCOPE INSPECTION
TREND BSV BURNER STAGING VALVE (SAC)
ADIRS AIR DATA AND INERTIAL REFERENCE BSV BURNER SELECTION VALVE (DAC)
SYSTEM BVCS BLEED VALVE CONTROL SOLENOID
ADIRU AIR DATA AND INERTIAL REFERENCE
UNIT C
AGB ACCESSORY GEARBOX C CELSIUS or CENTIGRADE
AIDS AIRCRAFT INTEGRATED DATA SYSTEM CAS CALIBRATED AIR SPEED
ALF AFT LOOKING FORWARD CBP (HP) COMPRESSOR BLEED PRESSURE
ALT ALTITUDE CCDL CROSS CHANNEL DATA LINK
ALTN ALTERNATE CCFG COMPACT CONSTANT FREQUENCY
AMB AMBIENT GENERATOR
AMM AIRCRAFT MAINTENANCE MANUAL CCU COMPUTER CONTROL UNIT
AOG AIRCRAFT ON GROUND CCW COUNTER CLOCKWISE
A/P AIR PLANE CDP (HP) COMPRESSOR DISCHARGE
APU AUXILIARY POWER UNIT PRESSURE
ARINC AERONAUTICAL RADIO, INC. CDS COMMON DISPLAY SYSTEM
(SPECIFICATION) CDU CONTROL DISPLAY UNIT
ASM AUTOTHROTTLE SERVO MECHANISM CFDIU CENTRALIZED FAULT DISPLAY INTERFACE
A/T AUTOTHROTTLE UNIT
ATA AIR TRANSPORT ASSOCIATION CFDS CENTRALIZED FAULT DISPLAY SYSTEM
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-320-321 LEXIS Page 2
TOC
EFG
CFMI JOINT GE/SNECMA COMPANY (CFM DAMV DOUBLE ANNULAR MODULATED VALVE
INTERNATIONAL) DAR DIGITAL ACMS RECORDER
CG CENTER OF GRAVITY DC DIRECT CURRENT
Ch A channel A DCU DATA CONVERSION UNIT
Ch B channel B DCV DIRECTIONAL CONTROL VALVE BOEING
CHATV CHANNEL ACTIVE DEU DISPLAY ELECTRONIC UNIT
CIP(HP) COMPRESSOR INLET PRESSURE DFCS DIGITAL FLIGHT CONTROL SYSTEM
CIT(HP) COMPRESSOR INLET TEMPERATURE DFDAU DIGITAL FLIGHT DATA ACQUISITION UNIT
cm.g CENTIMETER X GRAMS DFDRS DIGITAL FLIGHT DATA RECORDING
CMC CENTRALIZED MAINTENANCE SYSTEM
COMPUTER DISC DISCRETE
CMM COMPONENT MAINTENANCE MANUAL DIU DIGITAL INTERFACE UNIT
CMS CENTRALIZED MAINTENANCE SYSTEM DMC DISPLAY MANAGEMENT COMPUTER
CMS CENTRAL MAINTENANCE SYSTEM DMD DEMAND
CODEP HIGH TEMPERATURE COATING DMS DEBRIS MONITORING SYSTEM
CONT CONTINUOUS DMU DATA MANAGEMENT UNIT
CPU CENTRAL PROCESSING UNIT DOD DOMESTIC OBJECT DAMAGE
CRT CATHODE RAY TUBE DPU DIGITAL PROCESSING MODULE
CSD CONSTANT SPEED DRIVE DRT DE-RATED TAKE-OFF
CSI CYCLES SINCE INSTALLATION
CSN CYCLES SINCE NEW E
CTAI COWL THERMAL ANTI-ICING EAU ENGINE ACCESSORY UNIT
CTEC CUSTOMER TECHNICAL EDUCATION EBU ENGINE BUILDUP UNIT
CENTER ECA ELECTRICAL CHASSIS ASSEMBLY
CTL CONTROL ECAM ELECTRONIC CENTRALIZED AIRCRAFT
Cu.Ni.In COPPER.NICKEL.INDIUM MONITORING
CW CLOCKWISE ECS ENVIRONMENTAL CONTROL SYSTEM
ECU ELECTRONIC CONTROL UNIT
D EE ELECTRONIC EQUIPMENT
DAC DOUBLE ANNULAR COMBUSTOR EEC ELECTRONIC ENGINE CONTROL
EFFECTIVITY
TOC
EFG
EFH ENGINE FLIGHT HOURS FCU FLIGHT CONTROL UNIT

EFIS ELECTRONIC FLIGHT INSTRUMENT FDAMS FLIGHT DATA ACQUISITION &
SYSTEM MANAGEMENT SYSTEM
EGT EXHAUST GAS TEMPERATURE FDIU FLIGHT DATA INTERFACE UNIT
EHSV ELECTRO-HYDRAULIC SERVO VALVE FDRS FLIGHT DATA RECORDING SYSTEM
EICAS ENGINE INDICATING AND CREW FDU FIRE DETECTION UNIT
ALERTING SYSTEM FEIM FIELD ENGINEERING INVESTIGATION
EIS ELECTRONIC INSTRUMENT SYSTEM MEMO
EIU ENGINE INTERFACE UNIT FF FUEL FLOW (see Wf) -7B
EIVMU ENGINE INTERFACE AND VIBRATION FFCCV FAN FRAME/COMPRESSOR CASE
MONITORING UNIT VERTICAL (VIBRATION SENSOR)
EMF ELECTROMOTIVE FORCE FI FLIGHT IDLE (F/I)
EMI ELECTRO MAGNETIC INTERFERENCE FIM FAULT ISOLATION MANUAL
EMU ENGINE MAINTENANCE UNIT FIN FUNCTIONAL ITEM NUMBER
EPROM ERASABLE PROGRAMMABLE READ ONLY FIT FAN INLET TEMPERATURE
MEMORY FLA FORWARD LOOKING AFT
(E)EPROM (ELECTRICALLY) ERASABLE FLX TO FLEXIBLE TAKE-OFF
PROGRAMMABLE READ ONLY MEMORY FMC FLIGHT MANAGEMENT COMPUTER
ESN ENGINE SERIAL NUMBER FMCS FLIGHT MANAGEMENT COMPUTER
ETOPS EXTENDED TWIN OPERATION SYSTEMS SYSTEM
EWD/SD ENGINE WARNING DISPLAY / SYSTEM FMGC FLIGHT MANAGEMENT AND GUIDANCE
DISPLAY COMPUTER
FMGEC FLIGHT MANAGEMENT AND GUIDANCE
F ENVELOPE COMPUTER
F FARENHEIT FMS FLIGHT MANAGEMENT SYSTEM
FAA FEDERAL AVIATION AGENCY FMV FUEL METERING VALVE
FADEC FULL AUTHORITY DIGITAL ENGINE FOD FOREIGN OBJECT DAMAGE
CONTROL FPA FRONT PANEL ASSEMBLY
FAR FUEL/AIR RATIO FPI FLUORESCENT PENETRANT INSPECTION
FCC FLIGHT CONTROL COMPUTER FQIS FUEL QUANTITY INDICATING SYSTEM
EFFECTIVITY
TOC
EFG
FRV FUEL RETURN VALVE HPTC HIGH PRESSURE TURBINE CLEARANCE

FWC FAULT WARNING COMPUTER HPTCCV HIGH PRESSURE TURBINE CLEARANCE
FWD FORWARD CONTROL VALVE
HPTN HIGH PRESSURE TURBINE NOZZLE
G HPTR HIGH PRESSURE TURBINE ROTOR
g.in GRAM X INCHES Hz HERTZ (CYCLES PER SECOND)
GE GENERAL ELECTRIC
GEAE GENERAL ELECTRIC AIRCRAFT ENGINES I
GEM GROUND-BASED ENGINE MONITORING I/O INPUT/OUTPUT
GI GROUND IDLE (G/I) IAS INDICATED AIR SPEED
GMM GROUND MAINTENANCE MODE ID INSIDE DIAMETER
GMT GREENWICH MEAN TIME ID PLUG IDENTIFICATION PLUG
GND GROUND IDG INTEGRATED DRIVE GENERATOR
GPH GALLON PER HOUR IFSD IN FLIGHT SHUT DOWN
GPU GROUND POWER UNIT IGB INLET GEARBOX
GSE GROUND SUPPORT EQUIPMENT IGN IGNITION
IGV INLET GUIDE VANE
H in. INCH
HCF HIGH CYCLE FATIGUE IOM INPUT OUTPUT MODULE
HCU HYDRAULIC CONTROL UNIT IPB ILLUSTRATED PARTS BREAKDOWN
HDS HORIZONTAL DRIVE SHAFT IPC ILLUSTRATED PARTS CATALOG
HMU HYDROMECHANICAL UNIT IPCV INTERMEDIATE PRESSURE CHECK VALVE
HP HIGH PRESSURE IPS INCHES PER SECOND
HPC HIGH PRESSURE COMPRESSOR IR INFRA RED
HPCR HIGH PRESSURE COMPRESSOR ROTOR
HPRV HIGH PRESSURE REGULATING VALVE K
HPSOV HIGH PRESSURE SHUT-OFF VALVE °K KELVIN
HPT HIGH PRESSURE TURBINE k X 1000
HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE) KIAS INDICATED AIR SPEED IN KNOTS
CLEARANCE CONTROL kV KILOVOLTS
EFFECTIVITY
TOC
EFG
Kph KILOGRAMS PER HOUR MCT MAXIMUM CONTINUOUS

MDDU MULTIPURPOSE DISK DRIVE UNIT
L MEC MAIN ENGINE CONTROL
L LEFT milsD.A. Mils DOUBLE AMPLITUDE
L/H LEFT HAND mm. MILLIMETERS
lbs. POUNDS, WEIGHT MMEL MAIN MINIMUM EQUIPMENT LIST
LCD LIQUID CRYSTAL DISPLAY MO AIRCRAFT SPEED MACH NUMBER
LCF LOW CYCLE FATIGUE MPA MAXIMUM POWER ASSURANCE
LE (L/E) LEADING EDGE MPH MILES PER HOUR
LGCIU LANDING GEAR CONTROL INTERFACE MTBF MEAN TIME BETWEEN FAILURES
UNIT MTBR MEAN TIME BETWEEN REMOVALS
LP LOW PRESSURE mV MILLIVOLTS
LPC LOW PRESSURE COMPRESSOR Mvdc MILLIVOLTS DIRECT CURRENT
LPT LOW PRESSURE TURBINE
LPT(A)CC LOW PRESSURE TURBINE (ACTIVE) N
CLEARANCE CONTROL N1 (NL) LOW PRESSURE ROTOR ROTATIONAL
LPTC LOW PRESSURE TURBINE CLEARANCE SPEED
LPTN LOW PRESSURE TURBINE NOZZLE N1* DESIRED N1
LPTR LOW PRESSURE TURBINE ROTOR N1ACT ACTUAL N1
LRU LINE REPLACEABLE UNIT N1CMD COMMANDED N1
LVDT LINEAR VARIABLE DIFFERENTIAL N1DMD DEMANDED N1
TRANSFORMER N1K CORRECTED FAN SPEED
N1TARGET TARGETED FAN SPEED
M N2 (NH) HIGH PRESSURE ROTOR ROTATIONAL
mA MILLIAMPERES (CURRENT) SPEED
MCD MAGNETIC CHIP DETECTOR N2* DESIRED N2
MCDU MULTIPURPOSE CONTROL AND DISPLAY N2ACT ACTUAL N2
UNIT N2K CORRECTED CORE SPEED
MCL MAXIMUM CLIMB N/C NORMALLY CLOSED
MCR MAXIMUM CRUISE N/O NORMALLY OPEN
EFFECTIVITY
TOC
EFG
NAC NACELLE PS13 FAN OUTLET STATIC AIR PRESSURE

NVM NON VOLATILE MEMORY PS3HP COMPRESSOR DISCHARGE STATIC AIR
PRESSURE (CDP)
O PSI POUNDS PER SQUARE INCH
OAT OUTSIDE AIR TEMPERATURE PSIA POUNDS PER SQUARE INCH ABSOLUTE
OD OUTLET DIAMETER PSID POUNDS PER SQUARE INCH
OGV OUTLET GUIDE VANE DIFFERENTIAL
OSG OVERSPEED GOVERNOR psig POUNDS PER SQUARE INCH GAGE
OVBD OVERBOARD PSM POWER SUPPLY MODULE
OVHT OVERHEAT PSS (ECU) PRESSURE SUB-SYSTEM
PSU POWER SUPPLY UNIT
P PT TOTAL PRESSURE
Pb BYPASS PRESSURE PT2 FAN INLET TOTAL AIR PRESSURE
Pc REGULATED SERVO PRESSURE (PRIMARY FLOW)
Pcr CASE REGULATED PRESSURE PT25 HPC TOTAL INLET PRESSURE
Pf HEATED SERVO PRESSURE
P/T25 HP COMPRESSOR INLET TOTAL AIR Q
PRESSURE/TEMPERATURE QAD QUICK ATTACH DETACH
P/N PART NUMBER QEC QUICK ENGINE CHANGE
P0 AMBIENT STATIC PRESSURE QTY QUANTITY
P25 HP COMPRESSOR INLET TOTAL AIR QWR QUICK WINDMILL RELIGHT
TEMPERATURE
PCU PRESSURE CONVERTER UNIT R
PLA POWER LEVER ANGLE R/H RIGHT HAND
PMC POWER MANAGEMENT CONTROL RAC/SB ROTOR ACTIVE CLEARANCE/START
PMUX PROPULSION MULTIPLEXER BLEED
PPH POUNDS PER HOUR RACC ROTOR ACTIVE CLEARANCE CONTROL
PRSOV PRESSURE REGULATING SERVO VALVE RAM RANDOM ACCESS MEMORY
Ps PUMP SUPPLY PRESSURE RCC REMOTE CHARGE CONVERTER
PS12 FAN INLET STATIC AIR PRESSURE RDS RADIAL DRIVE SHAFT
EFFECTIVITY
TOC
EFG
RPM REVOLUTIONS PER MINUTE SMM STATUS MATRIX

RTD RESISTIVE THERMAL DEVICE SMP SOFTWARE MANAGEMENT PLAN
RTO REFUSED TAKE OFF SN SERIAL NUMBER
RTV ROOM TEMPERATURE VULCANIZING SNECMA SOCIETE NATIONALE D’ETUDE ET DE
(MATERIAL) CONSTRUCTION DE MOTEURS
RVDT ROTARY VARIABLE DIFFERENTIAL D’AVIATION
TRANSFORMER SOL SOLENOID
SOV SHUT-OFF VALVE
S STP STANDARD TEMPERATURE AND
S/N SERIAL NUMBER PRESSURE
S/R SERVICE REQUEST SVR SHOP VISIT RATE
S/V SHOP VISIT SW SWITCH BOEING
SAC SINGLE ANNULAR COMBUSTOR SYS SYSTEM
SAR SMART ACMS RECORDER
SAV STARTER AIR VALVE T
SB SERVICE BULLETIN T oil OIL TEMPERATURE
SCU SIGNAL CONDITIONING UNIT T/C THERMOCOUPLE
SDAC SYSTEM DATA ACQUISITION T/E TRAILING EDGE
CONCENTRATOR T/O TAKE OFF
SDI SOURCE/DESTINATION IDENTIFIER (BITS) T/R THRUST REVERSER
(CF ARINC SPEC) T12 FAN INLET TOTAL AIR TEMPERATURE
SDU SOLENOID DRIVER UNIT T25 HP COMPRESSOR INLET AIR
SER SERVICE EVALUATION REQUEST TEMPERATURE
SFC SPECIFIC FUEL CONSUMPTION T3 HP COMPRESSOR DISCHARGE AIR
SFCC SLAT FLAP CONTROL COMPUTER TEMPERATURE
SG SPECIFIC GRAVITY T49.5 EXHAUST GAS TEMPERATURE
SLS SEA LEVEL STANDARD (CONDITIONS : T5 LOW PRESSURE TURBINE DISCHARGE
29.92 in.Hg / 59°F) TOTAL AIR TEMPERATURE
SLSD SEA LEVEL STANDARD DAY (CONDITIONS TAI THERMAL ANTI ICE
: 29.92 in.Hg / 59°F) TAT TOTAL AIR TEMPERATURE
EFFECTIVITY
TOC
EFG
TBC THERMAL BARRIER COATING TSN TIME SINCE NEW (HOURS)

TBD TO BE DETERMINED TTL TRANSISTOR TRANSISTOR LOGIC
TBO TIME BETWEEN OVERHAUL
TBV TRANSIENT BLEED VALVE U
TC(TCase) HP TURBINE CASE TEMPERATURE UER UNSCHEDULED ENGINE REMOVAL
TCC TURBINE CLEARANCE CONTROL UTC UNIVERSAL TIME CONSTANT
TCCV TURBINE CLEARANCE CONTROL VALVE
TCJ TEMPERATURE COLD JUNCTION V
T/E TRAILING EDGE VAC VOLTAGE, ALTERNATING CURRENT
TECU ELECTRONIC CONTROL UNIT INTERNAL VBV VARIABLE BLEED VALVE
TEMPERATURE VDC VOLTAGE, DIRECT CURRENT
TEO ENGINE OIL TEMPERATURE VDT VARIABLE DIFFERENTIAL TRANSFORMER
TGB TRANSFER GEARBOX VIB VIBRATION
Ti TITANIUM VLV VALVE
TLA THROTTLE LEVER ANGLE AIRBUS VRT VARIABLE RESISTANCE TRANSDUCER
TLA THRUST LEVER ANGLE BOEING VSV VARIABLE STATOR VANE
TM TORQUE MOTOR
TMC TORQUE MOTOR CURRENT W
T/O TAKE OFF WDM WATCHDOG MONITOR
TO/GA TAKE OFF/GO AROUND Wf WEIGHT OF FUEL OR FUEL FLOW
T/P TEMPERATURE/PRESSURE SENSOR WFM WEIGHT OF FUEL METERED
TPU TRANSIENT PROTECTION UNIT WOW WEIGHT ON WHEELS
TR TRANSFORMER RECTIFIER WTAI WING THERMAL ANTI-ICING
TRA THROTTLE RESOLVER ANGLE AIRBUS
TRA THRUST RESOLVER ANGLE BOEING
TRDV THRUST REVERSER DIRECTIONAL VALVE
TRF TURBINE REAR FRAME
TRPV THRUST REVERSER PRESSURIZING
VALVE
TSI TIME SINCE INSTALLATION (HOURS)
EFFECTIVITY
TOC
EFG
IMPERIAL / METRIC CONVERSIONS METRIC / IMPERIAL CONVERSIONS
1 mile = 1,609 km 1 km = 0.621 mile

1 ft = 30,48 cm 1m = 3.281 ft. or 39.37 in.
1 in. = 25,4 mm 1 cm = 0.3937 in.
1 mil. = 25,4 µ 1 mm = 39.37 mils.
1 sq.in. = 6,4516 cm² 1 m² = 10.76 sq. ft.

1 cm² = 0.155 sq.in.
1 USG = 3,785 l (dm³) 1 m³ = 35.31 cu. ft.

1 cu.in. = 16.39 cm³ 1 dm³ = 0.264 USA gallon
1 cm³ = 0.061 cu.in.
1 lb. = 0.454 kg 1 kg = 2.205 lbs
1 psi. = 6.890 kPa 1 Pa = 1.45 10-4 psi.

1 kPa = 0.145 psi
1 bar = 14.5 psi
°F = 1.8 x °C + 32 °C = ( °F - 32 ) /1.8
EFFECTIVITY
TOC
EFG
FADEC SYSTEM INTRODUCTION
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321 INTRO Page 1
TOC
EFG
FADEC purpose.
The CFM56-5B operates through a system known as

FADEC (Full Authority Digital Engine Control).
It takes complete control of engine systems in response

to command inputs from the aircraft. It also provides
information to the aircraft for flight deck indications,
engine condition monitoring, maintenance reporting and
troubleshooting.
- It performs fuel control and provides limit protections

for N1 and N2.
- It controls the engine start sequence and prevents
the engine from exceeding starting EGT limits
(aircraft on ground).
- It manages the thrust according to 2 modes: manual
and autothrust.
- It provides optimal engine operation by controlling
compressor airflow and turbine clearances.
- It completly supervises the thrust reverser operation.
- Finally, it controls IDG cooling fuel recirculation to the
aircraft tank.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
CTC-201-001-01
��
EFFECTIVITY
TOC
EFG
FADEC components.
The FADEC system consists of :
- An Engine Control Unit (ECU) containing two

identical computers, designated channel A and
channel B. The ECU electronically performs engine
control calculations and monitors the engine’s
condition.
- A Hydro-Mechanical Unit (HMU), which converts

electrical signals from the ECU into hydraulic
pressures to drive the engine’s valves and
actuators.
- Peripheral components such as valves, actuators

and sensors used for control and monitoring.
EFFECTIVITY
TOC
EFG
��
��

��
��
��
��
��
��
��
��
��
��
��

��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-002-02
FADEC COMPONENTS
EFFECTIVITY
TOC
EFG
FADEC interfaces.
To perform all its tasks, the FADEC system communicates

with the aircraft computers through the ECU.
The ECU receives operational commands from the

Engine Interface Unit (EIU), which is an interface between
the ECU and aircraft systems.
It also receives:
- Air data parameters (altitude, total air temperature,

total pressure and mach number) for thrust
calculation, from 2 Air Data and Inertial Reference
Units (ADIRU), connected to both ECU channels.
- The position of the Thrust Lever Angle (TLA).
The ECU also interfaces with other aircraft systems,

either directly, or through the EIU.
EFFECTIVITY
TOC
EFG
��
��

��
��
��
��
��
��
��
��
�
�
�
�
�
�
��
CTC-201-003-01
��
EFFECTIVITY
TOC
EFG
FADEC design. Channel selection and fault strategy:

Active and Stand-by channel selection is performed at
The FADEC system is a Built In Test Equipment (BITE) ECU power-up and during operation.
system. This means it is able to detect its own internal
faults and also external faults. The BITE system detects and isolates failures, or
combinations of failures, in order to determine the health
The system is fully redundant and built around the two- status of the channels and to transmit maintenance data
channel ECU. to the aircraft.
All control inputs are dual, and the valves and actuators
are fitted with dual sensors to provide the ECU with Active and Stand-by selection is based upon the health of
feedback signals. the channels and each channel determines its own health
Some indicating parameters are shared, and all status. The healthiest is selected as the Active channel.
monitoring parameters are single.
When both channels have an equal health status,
CCDL: Active / Stand-by channel selection alternates with every
To enhance system reliability, all inputs to one channel engine start, as soon as N2 is greater than 11000 RPM.
are made available to the other, through a Cross Channel
Data Link (CCDL). This allows both channels to remain Failsafe control:
operational even if important inputs to one of them fail. If a channel is faulty and the Active channel is unable to
ensure an engine control function, this function is moved
Active / Stand-by: to a position which protects the engine, and is known as
The two channels, A and B, are identical and permanently the failsafe position.
operational, but they operate independently from each
other. Both channels always receive inputs and process
them, but only the channel in control, called the Active
channel, delivers output commands. The other is called
the Stand-by channel.
EFFECTIVITY
TOC
EFG
��
��
��
� ��
��
��
�
�
�
�
�
��
��
�
��
��
�
��
CTC-201-004-02
��
EFFECTIVITY
TOC
EFG
Closed loop control operation.
In order to properly control the various engine systems,

the ECU uses an operation known as closed loop control.
The ECU calculates a position for a system component :

- The Command.
The ECU then compares the Command with the actual

position of the component (feedback) and calculates a
position difference :
- The Demand.
The ECU, through the HMU, sends a signal to a

component (valve, actuator) which causes it to move.
With the movement of the system valve or actuator, the

ECU is provided with a feedback of the component’s
position.
The process is repeated until there is no longer a position

difference.
The result completes the loop and enables the ECU to

precisely control a system component on the engine.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
� �
��
��

��
��
CTC-201-005-02
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
ELECTRONIC CONTROL UNIT
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321 73-21-60 Page 1
TOC
EFG
ECU Location.
The ECU is a dual channel computer housed in an

aluminium chassis, which is secured on the right hand
side of the fan inlet case.
Four mounting bolts, with shock absorbers, provide

isolation from shocks and vibrations.
Two metal straps ensure ground connection.
ECU Cooling System.
To operate correctly, the ECU requires cooling to maintain

internal temperatures within acceptable limits.
Ambient air is picked up by an air scoop, located on the

right hand side of the fan inlet cowl. This cooling air is
routed up to the ECU internal chamber, around channel
A and B compartments, and then exits through an outlet
port in the fan compartment.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
CTC-201-006-01
��
EFFECTIVITY
TOC
EFG
ECU architecture.
The ECU has three compartments :
- The main compartment houses channel A and

channel B circuit boards and a physical partition
separates them. The motherboard, accessed
through the front panel, accomodates :
- Electrical connectors.
- Ignition relays.
- Hardwired lightning protection assemblies.
- Two pressure subsystem compartments house

pressure transducers. One subsystem is dedicated
to channel A, the other to channel B.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
CTC-201-007-01
��
EFFECTIVITY
TOC
EFG
Front Panel Electrical Connectors.
There are 15 threaded electrical connectors located on

the front panel.
Each connector features a unique key pattern which only

accepts the correct corresponding cable plug.
The connectors are identified through numbers from J1

to J15 marked on the panel.
All engine input and command output signals are routed

to and from channels A and B, through separate cables
and connectors.
EFFECTIVITY
TOC
EFG
��
��
��
� �
�
� � ��
��
��
� ��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-008-00
��
EFFECTIVITY
TOC
EFG
Engine Rating / Identification Plug.
The engine rating/identification plug provides the ECU

with engine configuration information for proper engine
operation.
It is plugged into connector J14 and attached to the fan

case by a metal strap. It remains with the engine even
after ECU replacement.
The plug includes a coding circuit, soldered to the plug

connector pins. It is equipped with fuse and push-pull
links which either ensure, or prohibit connections between
the different plug connector pins.
The ECU stores schedules, in its Non-Volatile Memory

(NVM), for all available engine configurations.
During initialization, it reads the plug by looking for
voltages on certain pins. Depending on the location and
voltage present at specific pins, the ECU will select a
specific schedule.
In the case of a missing, or invalid ID plug, the ECU

uses the value stored in the NVM for the previous plug
configuration.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
CTC-201-009-01
��
EFFECTIVITY
TOC
EFG
Coding Circuit. Bump selection :

Bump is an option provided to achieve power levels
The ID plug is equipped with fuse and push-pull links. greater than the normal take-off levels within specific
limitations.
Fuse links : Specific bump rating capabilities may be set by the
Fuse links provide the ECU with thrust information at engine identification plug.
power up. A bump rating, when installed, may be selected, or
They are made by metallization of an area between two de-selected, by actuating a push-button on the throttle
contacts of the coding circuit. lever.
Closed by design, these links can only be opened The bump rating does not influence power levels which
by burning them out, thus their reconfiguration is not are at, or below Max Continuous Thrust (MCT).
possible. For any available bump, the redline values (N1, N2, EGT)
remain identical to the baseline rating.
Certified thrust ratings :
By design, all 5B engines can produce a take-off thrust Plug type :
of 32000 lbs. 5A / 5B differentiation : 5A and 5B ECU’s are identical.
Specific contacts within the identification plug enable
various thrust ratings, which are : Previous, or new connector :
- B1 : 30000 lbs A321. Only the new type allows serial number programming
- B2 : 31000 lbs A321. through the MCDU.
- B3 : 33000 lbs A321.
- B4 : 27000 lbs A320.
- B5 : 22000 lbs A319.
- B6 : 23500 lbs A319.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-010-02
��
EFFECTIVITY
TOC
EFG
Coding circuit. Engine type :

5B engines are equipped either with Single Annular
Push-pull links : Combustor (SAC), or Double Annular Combustor (DAC).
Push-pull links provide the ECU with configuration
information. DAC technology focuses on a new compact combustor
They consist of switch mechanisms located between design with the objective of lowering the combustion gas
2 contacts and can be manually opened, or closed, temperature and residence times, both of which affect
according to customer requests. NOx levels.
5B and 5B/P Differentiation : The design incorporates two annular combustor

‘/P’ stands for Performance package and /P models chambers each with 20 domes (20 pilot, 20 main).
feature some hardware improvements, such as :
- 3D design HPC blades and vanes. By distributing fuel to the most appropriate dome ring
- Transient Bleed Valve (TBV), deletion of the HPC within the combustor, minimum NOx levels are obtained
clearance control function (RAC). at all power settings during a typical flight cycle (idle, take
- 3D design HPT blades and nozzles. off, climb, cruise, descent, landing, reverse).
- HPT shroud support modified to improve flow path
sealing. Note: Various DAC type combustion chambers are
- 3D design LPT blades and vanes. available in terms of hardware and fuel distribution logic.
EFFECTIVITY
TOC
EFG
��
��
��
��
CTC-201-011-02
��
EFFECTIVITY
TOC
EFG
Coding circuit. PMUX (engine condition monitoring) :

An optional monitoring kit is available upon customer
N1 trim level : request and comprises: PS13, P25 and T5.
Engine built-up tolerances create thrust differences
between engines operating at the same N1. Tool :
When pulled, this link enables the engine serial number
The ECU uses the N1 discrete modifier to reduce the to be loaded into the ECU’s NVM, through test connector
thrust differences between individual engines. J15.
This operation requires the CFM ENGINE SERIAL
The N1 command is reduced within the ECU, and this NUMBER PROGRAMMER.
reduces the N1 actual speed by a certain percentage.
Since N1 speed equals thrust, different thrust outputs can Note: with a new type plug, programming of the serial
be matched. number is now possible through a flight deck MCDU.
The N1 modifier level that reduces N1, does not affect the EGT monitoring :
value sent to the flight deck for display, and so, the flight This option provides thorough EGT monitoring.
deck N1 indication remains unaffected. Class 2 or class 1 messages are displayed, according to
various EGT thresholds stored in the ECU’s NVM.
N1 trim levels (or modifiers) are determined during the
test cell run and the N1 trim is only active beyond MCT
setting.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
CTC-201-012-02
��
EFFECTIVITY
TOC
EFG
Pressure Sub-system.
Five pneumatic pressure signals are supplied to the ECU

pressure sub-system.
Transducers inside the pressure sub-system convert

these pneumatic signals into electrical signals.
The three pressures used for engine control (P0, PS12,

PS3) are supplied to both channels.
The two optional monitoring pressures are supplied to a

single channel :
- PS13 is dedicated to channel A.
- P25 is dedicated to channel B.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
� ��
� ��
�
��
��
��
��
��
��
��
��
��
CTC-201-013-01
��
EFFECTIVITY
TOC
EFG
Pressure sub-system interfaces.
The shear plate serves as an interface between the

pneumatic lines and the ECU pressure sub-system.
The three control pressures are divided into channel A

and channel B signals by passages inside the shear
plate, which is bolted on the ECU chassis.
Individual pressure lines are attached to connectors on

the shear plate. The last few inches of the pressure lines
are flexible to facilitate ECU removal and installation.
The shear plate is never removed during line

maintenance tasks.
When the optional monitoring kit (PMUX) is not required,

P25 and PS13 ports are blanked off, and the two
dedicated transducers are not installed in the ECU.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��

��
��
��
CTC-201-014-02
��
EFFECTIVITY
TOC
EFG
ECU power supply. Control Alternator.
The ECU is provided with redundant power sources to The control alternator provides two separate power
ensure an uninterrupted and failsafe power supply. sources from two independent windings.
A logic circuit within the ECU, automatically selects the One is hardwired to channel A, the other to channel B.
correct power source in the event of a failure.
The alternator is capable of supplying the necessary
The power sources are the aircraft 28 VDC normal and power above an engine speed of approximately 10% N2.
emergency busses.
GSE test equipment provides 28 VDC power to the ECU
The two aircraft power sources are routed through the during bench testing and it is connected to connector J15.
EIU and connected to the ECU.
- The A/C normal bus is hardwired to channel B.
- The A/C emergency bus is hardwired to channel A.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
CTC-201-015-00
��
EFFECTIVITY
TOC
EFG
ECU Power Supply Logic.
Power supply when N2 < 12%.

Each channel is supplied by the A/C 28 VDC, through the
EIU. This enables:
- Automatic ground checks of the ECU before engine
running.
- Engine starting.
- Supply of power to the ECU until the engine speed
reaches 12% N2.
Power supply when N2 > 12% :

- At 12% N2, the control alternator directly supplies
the ECU.
- Above 15% N2, the ECU logic automatically switches
off the A/C power source, through the EIU power
down function.
Note : In case of total alternator failure, the ECU will

receive, as a back-up, the 28 VDC power from the A/C
network. If the failure only affects the active channel, the
ECU switches engine control to the other channel.
The ENGine FIRE pushbutton cuts off the A/C 28 VDC.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
�
��
��
��
��
��
��
��
��
��
CTC-201-016-01
��
EFFECTIVITY
TOC
EFG
Auto Power Down.
The ECU is automatically powered down on the ground,

through the EIU, five minutes after engine shutdown. This
allows printing of the post-flight report.
The ECU is also powered down, on the ground, five

minutes after A/C power up, unless MCDU menus are
used.
Fadec Ground Power Panel.
For maintenance purposes, the engine FADEC ground

power panel enables FADEC supply to be restored on the
ground, with engine shut down.
When the corresponding ENGine FADEC GND POWER
pushbutton is pressed “ON”, the ECU is supplied.
Caution : In this case, there is no automatic power down

function. As long as the pushbutton is pressed “ON”, the
ECU is supplied. ECU overtemperature may occur after
a while.
Note : Both engines ECU’s are re-powered as soon as

IGN/START is selected with the rotary selector.
With master lever selected ON, the corresponding ECU
is supplied.
EFFECTIVITY
TOC
EFG
��
��
�
� �
��
��
��

��
��
��
� �
� ��
� �
� ��
��
��
��
��
��
��
��
��

��
��
��
��
��
��
��
� �
CTC-201-290-00
��
EFFECTIVITY
TOC
EFG
ECU Control Alternator. Functional Description.
The control alternator supplies electrical power directly The control alternator consists of a rotor and stator
to the ECU and is installed on the front face of the enclosing two sets of windings.
Accessory GearBox (AGB).
The rotor contains permanent magnets, and is secured
It is located between the Integrated Drive Generator on a stub shaft extending from the drive pad of the AGB. It
(IDG) and the hydraulic pump and consists of : is seated in position through 3 flats and a securing nut.
- A stator housing, secured on the attachment pad by The windings are integrated with the housing structure,
means of three bolts. and surround the rotor when the housing is mated to the
- Two electrical connectors, one for each ECU drive pad mounting boss.
channel.
- A rotor, secured on the AGB gearshaft by a nut. Each set of windings supplies a three-phase power signal
to each ECU connector on the forward face of the
This control alternator is a “wet” type alternator, lubricated housing.
with AGB engine oil.
Each power signal is rated between 14.2 and 311 VAC
depending on core speed and load conditions.
The alternator continues to meet all electrical power

requirements at core speed above 45%, even if one
phase in either set, or one phase in both sets of windings
fails.
EFFECTIVITY
TOC
EFG
��
��
��
�
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-017-02
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
ENGINE SENSORS
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321 SENSORS Page 1
TOC
EFG
ENGINE SENSORS
Aerodynamic stations.
The ECU requires information on the engine gas path

and operational parameters in order to control the engine
during all flight phases.
Sensors are installed at aerodynamic stations and

various engine locations, to measure engine parameters
and provide them to the ECU subsystems.
Sensors located at aerodynamic stations have the same

number as the station. e.g. T25.
Sensors placed at other engine locations have a

particular name. e.g. T case sensor.
EFFECTIVITY
TOC
EFG
� ��
CTC-201-044-01
��
EFFECTIVITY
TOC
EFG
ENGINE SENSORS
Speed sensors. Pressures.
LP rotating system speed, N1. Ambient static pressure, P0.

HP rotating system speed, N2. HPC discharge static pressure, PS3 or CDP.
Engine inlet static pressure, PS12.
Resistive Thermal Device (RTD sensors). Fan discharge static pressure, PS13 (optional).
HPC inlet total pressure, P25 (optional).
Fan inlet temperature, T12.
High Pressure Compressor inlet temperature, T25. The pressures are measured through transducers (quartz
capacitive pressure sensors) located in the ECU.
Thermocouples.
Vibration sensors.
Compressor discharge temperature, T3.
Exhaust Gas Temperature, EGT or T49.5. There are two vibration sensors, which are installed
LPT discharge temperature, T5 (optional monitoring kit). on the engine and connected to the Engine Vibration
HPT shroud support temperature, T Case. Monitoring Unit (EVMU).
Engine Oil Temperature, TEO.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-045-02
��
EFFECTIVITY
TOC
EFG
ENGINE SENSORS
Speed sensor design. The passage of a sensor tooth ring modifies the magnetic
field around the core of the winding and causes a
The speed sensors provide the ECU channels A and magnetic flux variation in the coil.
B with signals that are representative of the rotational Each tooth induces a pulse into the coil, and therefore,
speeds, N1 and N2. the number of pulses is proportional to the sensor ring
speed.
On each sensor, a third connector allows signals to be
sent to the EVMU for vibration analysis, in conjunction Note : N1 sensor ring features 30 teeth.
with data from the vibration sensors. N2 sensor ring features 71 teeth.
Both N1 and N2 speed sensors operate on the same

principle.
They are induction type tachometers, which provide

electrical output signals.
These outputs are Alternating Current (AC) signals, and

the frequency is directly proportional to the rotational
speed of the dedicated rotor.
The sensing element is an electrical winding with a core

made up of a permanent magnet. Both sensors feature
three independent sensing elements insulated from each
other, thus there is one output signal per connector.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��

�
��
��
�
��
��
��
��
��
CTC-201-046-01
��
EFFECTIVITY
TOC
EFG
ENGINE SENSORS
N1 speed sensor.
The N1 speed sensor is mounted through the 5 o’clock

fan frame strut.The sensor body has a flange to attach
the complete sensor to the fan frame and once secured
on the engine with 2 bolts, only the body and the
receptacle are visible.
The receptacle has three electrical connectors.

Two connectors provide the ECU with output signals.
The third is connected to the EVMU.
The N1 sensor ring has one tooth which is thicker than

the others and this generates a stronger pulse in the
sensor and is used as a phase reference in engine
vibration analysis.
Internally, a spring keeps correct installation of the sensor

probe, regardless of any dimensional changes due to
thermal effects.
Externally, there are two damping rings to isolate the

probe from vibration.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
CTC-201-047-01
��
EFFECTIVITY
TOC
EFG
ENGINE SENSORS
N2 speed sensor.
The N2 speed sensor is installed on the rear face of the

AGB at 6 o’clock and secured with 2 bolts.
The housing has three connectors :
- ECU channel A.
- ECU channel B.
- EVMU.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��

��
��
��
CTC-201-048-02
��
EFFECTIVITY
TOC
EFG
ENGINE SENSORS
RTD type sensors.
Resistive Thermal Devices (RTD) are installed on the

engine at aerodynamic stations 12 and 25.
They operate in the same manner. The ECU determines

the air temperature by monitoring the electrical resistance
value of the sensing element.
The sensing element is located in the probe housing,

which is inserted in the airstream and is made of a
ceramic core wrapped with a platinum wire.
As the airflow heats the element, the electrical resistance

of the element varies. If the air temperature increases, the
resistance of the element increases and vice versa.
The ECU determines the resistance by sending an

electrical excitation signal through the element and
measuring the voltage drop that results.
A unique voltage drop is developed for every possible air

temperature within the operational range of the sensor.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-049-02
��
EFFECTIVITY
TOC
EFG
ENGINE SENSORS
T12 sensor.
The T12 temperature sensor measures the fan inlet

temperature and is installed through the fan inlet case, at
the 1 o’clock position.
The portion that protrudes into the airflow encloses two

identical sensing elements.
One sensing element is dedicated to the ECU channel A,

the other to channel B.
The mounting plate is equipped with elastomer dampers

for protection against vibrations.
The sensor is secured on the fan inlet case with four

bolts, and a stud ensures correct ground connection.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
CTC-201-050-02
��
EFFECTIVITY
TOC
EFG
ENGINE SENSORS
T 25 sensor.
The T25 temperature sensor measures the High Pressure

Compressor inlet temperature, and is installed in the fan
frame mid-box structure, at approximately the 5 o’clock
position.
The sensor is composed of :
- A probe, which encloses two sensing elements

protruding into the airflow.
- A mounting flange, with four captive screws and a

locating pin.
- Two electrical connectors, one per sensing element.
- Two holes are drilled, opposite the probe airflow inlet,

to let dust out.
The locating pin on the mounting flange prevents the

sensor from being mis-installed.
EFFECTIVITY
TOC
EFG
��
��
� �
��
��
��
��
CTC-201-051-01
��
EFFECTIVITY
TOC
EFG
ENGINE SENSORS
Thermocouple type sensors.
Thermocouple sensors are designed to convert high

temperatures into signals compatible with the ECU .
Thermocouple operation is based on the following

principle :
- Two dissimilar metals, chromel (+) and alumel

(-), connected to a complete circuit, generate an
electromotive force, proportional to the difference
of temperature between a known reference (cold
junction) and a sensing junction at a temperature
to be measured (hot junction).
The hot junction is incorporated into the sensor and the

cold junction is installed in the ECU.
EFFECTIVITY
TOC
EFG
�
�
��
��
��
��
��
��
��
CTC-201-052-01
��
EFFECTIVITY
TOC
EFG
ENGINE SENSORS
Compressor discharge temperature T3.
The T3 temperature sensor is installed at the 12 o’clock

position on the combustion case, just behind the fuel
nozzles.
Two probes, enclosed in the same housing, sense the air

temperature at the HPC outlet.
The signals from both probes are directed through a

rigid lead to a connector box, which accomodates two
connectors, one per ECU channel.
EFFECTIVITY
TOC
EFG
��
��
CTC-201-053-01
��
EFFECTIVITY
TOC
EFG
ENGINE SENSORS
Exhaust Gas Temperature. The EGT wiring harness consists of :
The Exhaust Gas Temperature (EGT) sensing system is - Three thermocouple lead assemblies with two
located at aerodynamic station 49.5. probes in each. Each thermocouple carries
2 measurements to a parallel junction box.
This EGT value is used to monitor the engine’s condition.
- One thermocouple lead assembly with three probes.
The system includes nine probes, secured on the Low This assembly carries 3 measurements to a
Pressure Turbine (LPT) case and the sensing elements parallel junction box.
are immersed in the LPT nozzle stage 2.
- One main junction box assembly where all the
Each thermocouple produces an electrical output signal thermocouple lead assemblies are connected. The
proportional to the temperature. They are connected main junction box averages the nine input signals,
together through a wiring harness. and, through a connector and lead assembly,
sends one output signal to both channels of the
ECU, where the signal is subject to validation
checks.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-054-02
��
EFFECTIVITY
TOC
EFG
ENGINE SENSORS
LPT discharge temperature T5.
The T5 temperature sensor is located at the 4 o’clock

position, on the turbine rear frame .
This sensor is part of the optional monitoring kit, available

upon customer request.
It consists of a metal body, which has two thermocouple

probes and a flange for attachment to the engine.
A rigid lead carries the signal from the probe to a main

junction box with a connector that allows connection with
a harness.
The two thermocouples are parallel-wired in the box and

a single signal is sent to the ECU channel A.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
CTC-201-055-01
��
EFFECTIVITY
TOC
EFG
ENGINE SENSORS
T case.
The T case sensor measures the High Pressure Turbine

(HPT) shroud support temperature.
The temperature value is used by the ECU in the HPT

Clearance Control system logic.
The sensor is installed on the combustion case at the 3

o’clock position, and consists of :
- A housing, which provides a mounting flange and an

electrical connector.
- A sensing element, fitted inside the housing and in

contact with the shroud support.
Note : The probe is spring-loaded to ensure permanent

contact with the shroud support.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
CTC-201-061-01
��
EFFECTIVITY
TOC
EFG
ENGINE SENSORS
Engine oil temperature.
The engine is equipped with 2 oil temperature sensors.
One of the sensors, the TEO sensor, provides

a temperature value used for the Integrated Drive
Generator (IDG) oil cooling system and the FRV.
The TEO sensor is installed on the oil supply line to the

forward sump, at the 9 o’clock position, above the oil tank.
It has a captive nut in order to secure it to the supply

line.
The TEO provides two identical electrical outputs

proportional to the supply oil temperature. A single
electrical connector routes the outputs to the ECU.
The second sensor is installed on the lube unit, and is

described in the oil system section.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
� ��
��
��
��
��
��
��
CTC-201-057-01
��
EFFECTIVITY
TOC
EFG
ENGINE SENSORS
Pressure signals.
Various pressures, picked-up at specific aerodynamic

stations, provide the ECU with information for engine
control, or monitoring.
Air pressures are sent to the shear plate of the ECU by

pressure lines, which are drained at their lowest part by
weep holes.
The shear plate routes the pressures to the channel

A and B transducers, which compute the actual
pressures.
The transducers are quartz capacitive types and the

vibration frequency of the quartz element varies with the
stress induced into the element by the air pressure.
The computation of this frequency with temperature

compensation, determines the corrected pressure value.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
EFFECTIVITY
TOC
EFG
ENGINE SENSORS
Ambient static pressure P0. Engine inlet static pressure PS12.
This value is used by the ECU, in case of lost signals Three static pressure ports are mounted on the forward
from the Air Data Computer (ADC). section of the fan inlet case, at the 12, 4 and 8 o’clock
positions.
The P0 air pressure is measured through a vent plug,
installed on the ECU shear plate. A pneumatic line runs around the upper portion of the fan
inlet case, collecting and averaging the pressures.
HPC discharge pressure PS3. The lower part of the line is drained through a weep hole.
The PS3 static pressure pick-up is located on the

combustion case, at the 9 o’clock position, between two
fuel nozzles.
The lower part of the line is drained through a weep hole.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-059-02
��
EFFECTIVITY
TOC
EFG
ENGINE SENSORS
Fan discharge static pressure PS13. HPC inlet total pressure P25.
PS13 is part of the optional monitoring kit, available upon P25 is part of the optional monitoring kit, available upon
customer request. customer request.
If the kit is not installed, the PS13 port is blanked off on If the kit is not installed, the P25 port is blanked off on
the ECU shear plate. the ECU shear plate.
The PS13 pick-up is located at approximately 1 o’clock, The P25 probe is installed in the fan frame mid-box
downstream from the fan Outlet Guide Vanes (OGV). structure, at the 5 o’clock position.
This signal is processed by channel A only. The pressure line exits the fan frame on its rear wall
through a nipple.
The lower part of the line is drained through a weep hole.
The signal is processed by channel B only.
EFFECTIVITY
TOC
EFG
��
��
��
� � �
�
��
��
��
��
��
CTC-201-060-02
��
EFFECTIVITY
TOC
EFG
ENGINE SENSORS
Vibration sensors.
The engine is equipped with two accelerometers, which

are able to sense and measure vertical displacement.
Both sensors are piezo-electric type, which have a stack

of piezo-electric discs that are placed between a mass
and a base.
When the accelerometer is subjected to a vibration, the

mass exerts a load on the discs. This load generates a
qyantity of current directly proportional to G load.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-251-01
��
EFFECTIVITY
TOC
EFG
ENGINE SENSORS
#1 bearing vibration sensor assembly.
The assembly is made up of a vibration sensor, which

is secured at the 9 o’clock position on the #1 bearing
support front flange.
It is a 100 pC/g piezo-electric sensor.
A semi-rigid cable, routed in the engine fan frame, links

the vibration sensor to an electrical output connector,
located at the 3 o’clock position on the fan frame outer
barrel.
The cable is protected by the installation of shock

absorbers which damp out any parasite vibration.
The #1 bearing vibration sensor permanently monitors

the engine vibration and due to its position, is more
sensitive to fan and booster vibration. However, this
sensor also reads N2 and LPT vibrations.
The data is used to perform fan trim balance. This sensor

is not a Line Replaceable Unit (LRU). In case of failure,
the TRF sensor must be selected, through the CFDS in
maintenance mode, in order to continue engine vibration
monitoring.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-253-01
��
EFFECTIVITY
TOC
EFG
ENGINE SENSORS
TRF vibration sensor.
The TRF vibration sensor is secured at the 12 o’clock

position on the turbine rear frame.
It is a 50 pC/g piezo-electric sensor.
A semi-rigid cable is routed from the vibration sensor to

an electrical connector, which is secured on a bracket on
the core engine at the 10 o’clock position.
The TRF vibration sensor monitors the vertical

acceleration of the rotors and sends the analogue signals
to the EVMU for vibration analysis processing.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��

��
CTC-201-252-01
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
ENGINE WIRING HARNESSES
EFFECTIVITY
TOC
EFG
Two types of harnesses are used, depending on where

they are installed on the engine.
Fan section.
Harnesses that run on the fan inlet case and the fan
frame, have a conventional design.
Cold section harnesses are designated :

- HJ7, HJ8, HJ9, HJ10, HJ11, HJ12, HJ13, DPM.
DPM is the harness routed from the Master Chip Detector

(MCD) to the visual contamination indicator.
Core engine section.
Harnesses routed along the core engine section have a

special design that can withstand high temperatures.
Hot section harnesses are designated :

- HCJ11L, HCJ11R, HCJ12L, HCJ12R, HCJ13.
EFFECTIVITY
TOC
EFG
��
��
��
��
CTC-201-062-01
��
EFFECTIVITY
TOC
EFG
The electrical harnesses ensure the connections between

the various electrical, electronic and electro-mechanical
components, mounted on the engine.
All the harnesses converge to the 6 o’clock junction box,

which provides an interface between the two types.
They are all screened against high frequency electrical

interferences, and each individual cable within a harness
is screened against low frequency electrical interferences.
They are also constructed with fireproof materials and

sealed to avoid any fluid penetration.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-063-01
HARNESSES INTERFACES
EFFECTIVITY
TOC
EFG
Fan section wiring harnesses. There are two types of connectors, depending on the
number of wires the harness contains.
The low temperature wiring harness consists of screened
and sealed cables with several cores. If there is a single wire, the high frequency shielding braid
is clamped directly on the connector adaptor.
The cores are enclosed in a polyamide braid for isolation
and protection against shielding braid rubbing. If there are several wires, the high frequency shielding
braids are first crimped together with a main high
High frequency shielding is provided by a tinned copper frequency braid and then, clamped on the connector
braid surrounded by a heat-shrink sleeve. This sleeve adaptor.
protects the copper braid and ensures wire sealing.
The adaptor is bolted on the electrical plug, and the
In the engine fan section, stainless steel, fluid-proof junction is protected by a heat-shrink sleeve, glued and
connectors are used. clamped on the connector adaptor.
A filling port allows the injection of a sealing compound

inside the connector sleeve.
The junctions between the harnesses are protected with

heat-shrink sleeves.
The connectors are identified by ring-sleeves that have

the connection printed on them.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-065-01
��
EFFECTIVITY
TOC
EFG
High temperature wiring harnesses On these harnesses, the connector adaptor has two
clamping lands.
The high temperature wiring harness consists of
screened and sealed cables, with several cores. The external polyamide braid and the teflon conduit are
clamped on the first land and the stainless steel shielding
The cores are enclosed in a convoluted teflon conduit, for braid is clamped on the second.
isolation and protection against shielding braid rubbing.
The connector adaptor is bolted on the electrical plug,
High frequency shielding is provided by a stainless steel and sealing is achieved by the teflon conduit clamping.
braid.
The harnesses on hot parts are connected through a
The steel braid is surrounded by a polyamide braid, which junction box.
is coated with Viton for protection against the barbs of
the steel braid. High temperature wiring harness connectors have their
identification etched on them.
The polyamide braid is not used when the harness runs
close to a very hot part of the engine (e.g. Combustion
chamber).
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
CTC-201-064-02
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
STARTING SYSTEM
EFFECTIVITY
TOC
EFG
STARTING FUNCTION
The FADEC is able to control engine starting, cranking

and ignition, using aircraft control data.
Starting can be performed either in Manual Mode, or

Automatic Mode.
For this purpose, the ECU is able to command :
- Opening and closing of the Starter Air Valve (SAV),

- Positioning of the Fuel Metering Valve (FMV),
- Energizing of the igniters.
It also detects abnormal operation and delivers specific

messages.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
CTC-201-157-00
��
EFFECTIVITY
TOC
EFG
STARTING SYSTEM
Starting is initiated from the following cockpit control

panels :
- The engine control panel on the central pedestal,

which has a single Rotary Mode Selector for both
engines and two Master Levers, one for each
engine.
- The engine man start panel on the overhead panel,

which has two switches, one for each engine.
- The Engine Warning Display (EWD) and the System

Display (SD) on the upper and lower ECAM’s,
where starting data and messages are displayed .
EFFECTIVITY
TOC
EFG
��
��
� ��
��
��
��
�
� ��

��
��
�
��
��
��
��
��
��

��
��
�
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��

��
� �
��
��
��
��
EFFECTIVITY
TOC
EFG
STARTING SYSTEM
There are two starting procedures which correspond to 2) Manual start.

two starting laws in the ECU logic :
1. -The automatic starting process, under the full During a manual start, the ECU provides limited engine
authority of the FADEC system. protection and limitation on EGT only.
2. -The manual starting process, with limited
authority of the FADEC system. The manual starting procedure is :
1) Automatic start. - Rotate mode selector to IGN/START.

Both ECU’s are powered up.
During an automatic start, the ECU includes engine
protection and provides limits for N1, N2 and EGT, with - Press the MAN/START push button.
the necessary indications in the cockpit. The SAV opens and :
- when N2 speed > 20%, switch the MASTER LEVER
The automatic starting procedure is : to ‘ON’.
- the two igniters are energized and fuel is delivered
- Rotate mode selector to IGN/START. to the combustor.
Both ECU’s are powered up. - at 50% N2 speed, the SAV is closed and the igniters
automatically de-energized.
- Switch the MASTER LEVER to ‘ON’.
The SAV opens and : When the engines are started (manual, or automatic), the
- At 16% N2 speed, one igniter is energized. mode selector must be switched back to the NORMAL
- At 22% N2 speed, fuel is delivered to the combustor. position.
- At 50% N2 speed, the SAV is closed and the igniter
de-energized.
In case of no ignition, the engines are dry motored and a

second starting procedure initiated on both igniters.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��

��
��
��
��
��
� ��
��
��
��
��
� �
��
��
��
� ��
��
��
��
�
��
��
��
��
��
��
� ��
��
��
��
��
��
��
��
�
��
��
� �
��
��
��
� ��
�
��
��
��
��
�
��
�
��
��
��
��
��
��
��
��
� ��
� �
� ��
��
��
��
��
��
� �
� ��
��
��
��
��
� �
��
��
��
��
��
��
��
��
��
��
��
��
� ��
��
��
��
��
��
��
��
� �
��
��
��
��
� � ��
CTC-201-159-02
��
EFFECTIVITY
TOC
EFG
STARTING SYSTEM
The starting system provides torque to accelerate the

engine to a speed such that it can light off and continue
to run unassisted.
The starting system is located underneath the right hand

side engine cowlings, and consists of :
- One Starter Air Valve (SAV).

- Two air ducts.
- One pneumatic starter.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
CTC-201-160-01
��
EFFECTIVITY
TOC
EFG
STARTING SYSTEM
When the starter air valve is energized, it opens and air

pressure is delivered to the pneumatic starter.
The pneumatic starter provides the necessary torque to

drive the HP rotor, through the AGB, TGB and IGB.
The necessary air pressure for the starter comes from :
- The APU.
- The other engine, through the cross bleed system.
- A ground power unit (25 to 55 psi).
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-161-01
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
STARTER AIR VALVE
EFFECTIVITY
TOC
EFG
STARTER AIR VALVE
The Starter Air Valve (SAV) controls the pressurized air

flow to the engine pneumatic starter.
The SAV is secured on the air starter duct, just below

the 3 o’clock position and is accessible through an access
door provided on the right hand side fan cowl.
The valve is connected to two air ducts. The upper duct

(from the pylon to the valve), and the lower duct (from the
valve to the air starter).
Two electrical connections transfer electrical signals to

the ECU.
EFFECTIVITY
TOC
EFG
��
��
��
��
CTC-201-166-01
��
EFFECTIVITY
TOC
EFG
STARTER AIR VALVE
The SAV is normally closed.
An electrical signal, sent by the ECU, changes the valve

status to the open position.
The valve can be manually operated in case of electrical

command failure. The wrench button has to be pressed
before moving the SAV handle and air pressure must be
present, to avoid internal damage.
Gloves must be worn, to avoid injury from hot parts.
Position switches provide the valve status to the ECU.
EFFECTIVITY
TOC
EFG
��
�
��

��
��
��
��
��
��
CTC-201-167-01
��
EFFECTIVITY
TOC
EFG
STARTER AIR VALVE
The SAV has three main operations which are :
- Opening operation.
- Closing operation.
- Manual override operation.
Opening operation.
The valve is normally closed, and is opened by energizing

either of the two solenoid coils.
Energization drives the solenoid ball down.
The pressure in chamber A is blocked by the solenoid

ball, and the pressure in chamber B is vented to ambient,
through an open rating orifice.
With chamber B vented, the pressure in chamber A

applies greater force on diaphragm B.
The valve will actuate the butterfly to the open position,

when the inlet pressure in chamber A is sufficient
to overcome the force of the closing torsion spring.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
� �
��
��
��
CTC-201-168-01
��
EFFECTIVITY
TOC
EFG
STARTER AIR VALVE
Closing operation.
The butterfly valve remains closed when the solenoid is

de-energized.
Inlet air pressure is routed through a downstream facing

probe and regulating orifice to chamber A. The probe
prevents contaminants entering the valve.
The pressure is then routed across the solenoid pilot

valve, now in the open position, to chamber B.
Since the pressure on both sides of diaphragm B is equal,

no force remains. The pressure in chamber A exerts a
force on diaphragm A, and this force, combined with the
force of the closing torsion spring, closes the butterfly
valve.
To prevent the possibility of valve malfunction due to

freezing of the solenoid pilot valve, the unit incorporates
a small permanent pneumatic bleed flow to heat the
solenoid control valve.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
�
�
��
��
��
��
CTC-201-169-01
��
EFFECTIVITY
TOC
EFG
STARTER AIR VALVE
Manual override operation.
The valve is manually opened by first pushing the wrench

button and then, rotating the manual override lever.
Pushing the wrench button vents chamber A and B

past the manual override vent ball. Because the manual
override vent is larger than the regulating orifice, the
pressures in chambers A and B decrease to ambient
pressure.
Since there is no longer any diaphragm force on the

actuator, the handle can be rotated against the closing
torsion spring to open the butterfly.
When the handle is released, the torsion spring turns the

butterfly valve to the closed position, and the button is
returned to the closed position by the action of the vent
ball spring.
The override handle aligns with markings on the valve

to provide an external indication of the butterfly valve
position.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
CTC-201-170-02
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
PNEUMATIC STARTER
EFFECTIVITY
TOC
EFG
PNEUMATIC STARTER
The pneumatic starter is connected to an air starter duct The pneumatic starter works with engine oil and has
and converts the pressurized airflow from the aircraft air three ports :
system into a high torque rotary movement.
- A filling port
This movement is transmitted to the engine High - An overflow port
Pressure (HP) rotor, through the accessory drive system. - A drain port.
An internal centrifugal clutch automatically disconnects The drain port features a plug made in two parts :
the starter from the engine shaft.
- An inner part, which is a magnetic plug used to trap
The pneumatic starter is secured on the aft right hand any magnetic particles contaminating the oil.
side of the AGB.
- An outer part, which is the drain plug, receives
the magnetic plug. This part has a check valve to
prevent any oil spillage when the magnetic plug is
removed for maintenance checks.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
CTC-201-162-01
��
EFFECTIVITY
TOC
EFG
PNEUMATIC STARTER
The pneumatic starter has an air inlet and a stator

housing assembly, which contains the following main
elements :
- A turbine wheel stator and rotor.

- A gear set.
- A clutch assembly.
- An output shaft.
Pressurized air enters the air starter and reaches the

turbine section, which transforms the air’s kinetic energy
into mechanical power.
This high speed power output is transformed into low

speed and high torque motion, through a reduction gear
set.
A clutch system, installed between the gear set and the

output shaft, ensures transmission of the turbine wheel
power to the output shaft during engine starting, and
disconnection when the output shaft speed reaches 50%
of N2.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
� � � �
CTC-201-164-00
��
EFFECTIVITY
TOC
EFG
PNEUMATIC STARTER
The inlet housing assembly (1) ducts the flow of When the air supply is stopped, the turbine wheel and
compressed air to the stator assembly (2) which directs gear set coast down.
the airflow to the turbine wheel blades (3).
This rotation produces high speed and low torque. The rotating assembly incorporates a cutter ring
(13) which has 12 cutter pins. In case of bearing
The turbine exhaust gasses are discharged through the failure, the turbine wheel moves axially, comes into
exhaust housing (4)and the exhaust screen (5). contact with the cutter ring and then stops rotating.
The turbine shaft drives a pinion gear (6) which powers A containment ring (14) provides retention of any rotating
three matched planetary gears (12). The planetary gears part within the starter housing.
drive an internal ring gear (11). In this device, the high
speed/low torque is converted into low speed/high torque. The lubrication of the starter is a wet sump splash
The torque is then transmitted by a hub gear (7) to a hub system.
ratchet (10) in the clutch device.
The drive shaft assembly (8) rotates at the output shaft

(9)speed connected to the AGB.
During the starting sequence, pawls, installed in the drive

shaft, transfer the starter torque from the hub ratchet to
the drive shaft.
When the engine speed reaches the pawl liftoff speed

(4300 to 4500 rpm), the pawls disengage from the hub
ratchet, due to centrifugal force, thus disconnecting the
turbine wheel and gear set.
EFFECTIVITY
TOC
EFG
� ��
� � � ��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-165-02
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
IGNITION
EFFECTIVITY
TOC
EFG
IGNITION GENERAL
The purpose of the ignition system is to ignite the air/fuel

mixture within the combustion chamber.
The engine is equipped with a dual ignition system,

located on the right-hand side of the fan case and both
sides of the cores.
The ignition system has two independent circuits

consisting of :
- 2 high energy ignition exciters.
- 2 ignition lead assemblies.
- 2 spark igniters.
A current is supplied to the ignition exciters and

transformed into high voltage pulses. These pulses are
sent, through ignition leads, to the tip of the igniter plugs,
producing sparks.
EFFECTIVITY
TOC
EFG
��
��
��
CTC-201-171-00
��
EFFECTIVITY
TOC
EFG
IGNITION EXCITERS
The ignition exciters, which are capacitor discharge type, The ignition exciter electrical circuit consists of :
use 115 VAC to produce high voltage pulses to energize - An input circuit.
the spark igniters . - A rectifier and storage circuit.
- A discharge circuit.
The ignition exciters transform this low voltage input into
repeated 20 KV high voltage output pulses. The A/C alternating input voltage is first rectified and then
stored in capacitors.
The 2 ignition exciters are installed on the fan case,
between the 3 and 4 o’clock positions. In the discharge circuit, a spark gap is set to break
down when the capacitors are charged, delivering a high
A stainless steel protective housing, mounted on shock voltage pulse at a regular rate.
absorbers and grounded, encloses the electrical exciter
components. Input voltage: 105-122 VAC (115Vnominal).
380-420Hz (400 Hz nominal).
The housing is hermetically sealed, ensuring proper
operation, whatever the environmental conditions. Output voltage: 15-20KV at the end of the
ignition lead.
The components are secured mechanically, or with silicon
cement, for protection against engine vibration.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
CTC-201-173-02
��
EFFECTIVITY
TOC
EFG
IGNITION DISTRIBUTION SYSTEM
The purpose of the distribution system is to transmit

the electrical energy delivered by the ignition exciters to
produce sparks inside the combustion chamber.
The main elements of distribution are :
- 2 ignition lead assemblies, from the exciters to the

combustor case, at each spark igniter location.
- 2 spark igniters, located on the combustor case at
4 and 8 o’clock.
The two ignition lead assemblies are identical and

interchangeable, and each connects one ignition exciter
to one spark igniter.
A single coaxial electrical conductor carries the high

tension electrical pulses to the igniter plug.
The portion of the lead assembly along the core, as well

as the outer portion of the igniter, is cooled by booster
discharge air.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-175-02
��
EFFECTIVITY
TOC
EFG
The ignition lead assembly consists of an elbow, an

air inlet adapter, an air outlet and terminals that are
interconnected with a flexible conduit assembly.
The flexible conduit consists of an inner copper braid, a

convoluted conduit, and a nickel outer braid.
Within this metal sleeve is a stranded, silicon-insulated
wire.
Booster air is introduced at the air adapter assembly,

into the cooled section of the conduit, and exits at the
connection with the igniter.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-176-01
IGNITION LEAD
EFFECTIVITY
TOC
EFG
Igniter plug. The depth of the spark igniter is controlled by the

igniter bushing and igniter plug gasket(s). Each gasket is
The igniter plug is a recessed gap igniter, which has : 0.38mm in thickness.
- An input terminal contact, Before installing the spark igniter, a small amount of
- A shell seal. graphite grease should be applied to the threads that
- A retained insulator. connect with the igniter bushing in the combustion case
- An installation flange gasket. boss.
- A spark gap.
Note : Do not apply grease or any lubricant to the threads
The igniter plug operates in conjunction with the capacitor of the connector on the ignition lead as this will cause
discharge-type ignition exciter. damage to the igniter and lead.
An electrical potential is applied across the gap between If the igniter has been removed for maintenance or repair,
the center electrode and the shell. the white chamfered silicone seal must be replaced.
As the potential across the electrode and shell increases,

a spark is emitted, igniting the fuel/air mixture.
The connection between the igniter plug and the ignition

lead is surrounded by a shroud, which ducts the ignition
lead cooling air around the igniter plug.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-177-01
��
EFFECTIVITY
TOC
EFG
IGNITION SYSTEM
Power Supply Each ECU channel has a software-operated ignition

on/off switch to operate one exciter/igniter. Each channel
The ignition system receives its electrical power from the can control the operation of both switches.
aircraft.
A software monitor in each system keeps both ECU
115 VAC/400 Hz is provided to systems A and B of the channels informed of the power supply status.
ECU, through 2 separate power supplies:
In normal automatic start, on the ground, switching
- System A from the A/C emergency bus. occurs every other start (A-A-B-B-A-A etc…), assuming
- System B from the A/C normal bus. that N2 speed reaches 50%.
Each supply is dedicated to one input, one providing If the ground automatic start attempt fails, a second
power for ignition exciter No 1, and the other for ignition attempt is performed, energizing both igniters.
exciter No 2.
The two igniters are selected “ON” during :
The A/C power supply will be automatically disconnected
by the Engine Interface Unit (EIU) if : - An automatic start in flight.
- Manual start, either in flight or, on the ground.
- The master lever is selected OFF. - Continuous ignition.
- In case of fire emergency procedure.
System A, located on the right hand side, is connected to
The A/C ignition power supply is failsafed to ON in case upper ignition box #1.
of a failed EIU. System B, located on the left hand side, is connected to
lower ignition box #2.
EFFECTIVITY
TOC
EFG
��
��
��

��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-172-02
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
POWER MANAGEMENT & FUEL CONTROL
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321 PWR MAN Page 1
TOC
EFG
POWER MANAGEMENT
The power management function computes the fan speed

(N1) necessary to achieve a desired thrust.
The FADEC manages power, according to two thrust

modes :
- Manual mode, depending on the Thrust Lever Angle.
- Autothrust mode, according to the autothrust

function generated by the autoflight system.
Power management uses N1 as the thrust setting

parameter.
It is calculated for the appropriate engine ratings (coded

in the identification plug) and based upon ambient
conditions, Mach number (ADIRU’s) and engine bleeds
(ECS).
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
CTC-201-255-01
��
EFFECTIVITY
TOC
EFG
POWER MANAGEMENT
For the current flight conditions, the FADEC calculates the

power setting for each of the different ratings defined in
terms of N1. When the throttle is set between detents,
the FADEC interpolates between them to set the power.
The different thrust levels are :
- Idle.
- Maximum Climb (MCL).
- Maximum Continuous (MCT).
- Flexible Take-off (FLX TO).
- Derated Take-off (DRT TO).
- Maximum Take-off or Go-Around (TO/GA).
- Maximum Reverse (REV).
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��

��
��
CTC-201-256-02
��
EFFECTIVITY
TOC
EFG
POWER MANAGEMENT & FUEL CONTROL
Each N1 is calculated according to the following flight

conditions :
- Temperature : the thrust delivered depends on outside

air temperature (OAT). By design, the engine provides
a constant thrust up to a pre-determined OAT value,
known as “corner point”, after which the thrust decreases
proportionally to maintain a constant EGT value.
- Pressure : with an increase in altitude, thrust will

decrease when operating at a constant RPM due to the
reduction in air density, which reduces the mass flow and
fuel flow requirements.
- Mach : when mach number increases, the velocity of

air entering the engine changes, decreasing thrust. To
determine the fan speed, the ECU calculates M0 from the
static pressure, the total pressure and the TAT values.
- Bleed : ECS bleed and anti-ice bleed are taken into

account in order to maintain the same EGT level with and
without bleeds.
EFFECTIVITY
TOC
EFG
��
��
��
��

��
��
��
��
��
��
��

��
��
��
��

��
��
CTC-201-291-00
��
EFFECTIVITY
TOC
EFG
POWER MANAGEMENT AND FUEL CONTROL
Engine build-up tolerances create thrust differences

between engines operating at the same N1.
The ECU uses the N1 discrete modifier to reduce the

thrust differences between individual engines.
The N1 command is reduced within the ECU, and this

reduces the N1 actual speed by a certain percentage.
Since N1 speed equals thrust, different thrust outputs can
be matched.
The N1 modifier level that reduces N1, does not affect the
value sent to the flight deck for display, and so, the flight
deck N1 indication remains unaffected.
N1 trim levels (or modifiers) are determined during the

test cell run and the N1 trim is only active beyond MCT
setting.
In certain flight conditions, the ECU washes out the

computed trim when N1 reaches the red line.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
�
�
�
�
�
�
�
�
��
��
CTC-201-292-00
��
EFFECTIVITY
TOC
EFG
POWER MANAGEMENT
Flex Take-off. Derated Take-off.
The Flex Take-off function enables the pilot to select a Derated take-off is provided to achieve take-off power
take-off thrust, lower than the maximum take-off power levels below the maximum level.
available for the current ambient conditions.
When the aircraft derated take-off is installed, the FADEC
Temperatures for the flexible take-off function are unit sets a derated take-off level depending on a value of
calculated according to the ‘assumed temperature’ 1 to 6 entered through the MCDU.
method.
The six different levels correspond to a delta N1:
This means setting the ambient temperature to an
assumed value, which is higher than the real ambient
temperature. The assumed ambient temperature (99°C Levels 1 2 3 4 5 6
max) is set in the cockpit, using the MCDU.
49 98 154 212 272 333
The flexible mode is only set if the engine is running and Delta N1 RPM
to to to to to to
the aircraft is on the ground. 3600 to 5300
116 271 400 519 606 691
However, the power level, which is set by the FADEC

in the flexible mode, may be displayed on the ECAM by
input of a flexible temperature value, through the MCDU,
and setting the TRA to the flex position, before the engine
is started.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
� �
��
� �
� �
��
� ��
�
�
�
��
��
� �
��
��
��
� ��
��
��
��
��
�
�
��
��
��
��
�
�
��
��
��
�
��
��
��
�
�
��
��
��
��
��
��

��
��
��
��
��
��
��
��
��
��
��
��
��
��
EFFECTIVITY
TOC
EFG
ENGINE FUEL AND CONTROL
Fuel control Idle control.
The fuel control function computes the Fuel Metering The FADEC system controls the idle speed:
Valve (FMV) demand signal, depending on the engine
control laws and operating conditions. - Minimum Idle will set the minimum fuel flow
requested to ensure the correct aircraft ECS
Fuel flow is regulated to control N1 and N2 speed : pressurization.
- During engine starting and idle power, N2 speed is - Approach Idle is set at an engine power which
controlled. will allow the engine to achieve the specified
- During high power operations, requiring thrust, N1 Go-Around acceleration time.
speed is controlled and N2 is driven between
minimum and maximum limits.
The limits depend on :
- Core speed.
- Compressor discharge pressure (PS3).
- Fuel / air ratio (WF/PS3).
- Fan & core speed rates (accel and decel).
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
FUEL DISTRIBUTION
EFFECTIVITY
TOC
EFG
FUEL DISTRIBUTION
The purpose of the fuel distribution system is :
- To deliver fuel to the engine combustion chamber.
- To supply clean and ice-free fuel to various servo-

mechanisms of the fuel system.
- To cool down engine oil and Integrated Drive

Generator (IDG) oil.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
CTC-201-069-02
��
EFFECTIVITY
TOC
EFG
FUEL DISTRIBUTION
The fuel distribution components consist of :
- Fuel supply and return lines (not shown).

- A fuel pump and filter assembly.
- A main oil/fuel heat exchanger
- A servo fuel heater.
- A Hydro-Mechanical Unit (HMU).
- A fuel flow transmitter
- A fuel nozzle filter
- A Burner Staging Valve (BSV).
- Two fuel manifolds.
- Twenty fuel nozzles.
- An IDG oil cooler.
- A Fuel Return Valve (FRV).
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-068-01
��
EFFECTIVITY
TOC
EFG
FUEL DISTRIBUTION
Fuel from the A/C tank enters the engine fuel pump, The other fuel flow goes to the servo fuel heater, which
through a fuel supply line. warms up the fuel to prevent any ice particles entering
sensitive servo systems.
After passing through the pump, the pressurized fuel
goes to the main oil/fuel heat exchanger in order to cool The heated fuel flow enters the HMU servo-mechanism
down the engine scavenge oil. and is then directed to the various fuel-actuated
components.
It then goes back to the fuel pump, where it is filtered,
pressurized and split into two fuel flows. A line brings unused fuel, from the HMU, back to the
inlet of the main oil/fuel heat exchanger, through the IDG
The main fuel flow goes through the HMU metering oil cooler.
system, the fuel flow transmitter and fuel nozzle filter and
is then directed to the fuel nozzles and the BSV. A Fuel Return Valve (FRV), also installed on this line, may
redirect some of this returning fuel back to the A/C tank.
Before returning to the A/C tank, the hot fuel is mixed

with cold fuel from the outlet of the LP stage of the fuel
pump.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-070-01
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
FUEL PUMP
EFFECTIVITY
TOC
EFG
FUEL PUMP
The purpose of the engine fuel pump is :
- To increase the pressure of the fuel from the A/C

fuel tanks, and to deliver this fuel in two different
flows.
- To deliver pressurized fuel to the main oil/fuel heat
exchanger.
- To filter the fuel before it is delivered to the fuel
control system.
- To drive the HMU.
The engine fuel pump is located on the accessory

gearbox aft face, on the left hand side of the horizontal
drive shaft housing.
The fuel supply line is routed from a hydraulic junction

box, attached to the left hand side of the fan inlet case,
down to the fuel pump inlet.
The fuel return line is routed from the Fuel Return Valve
(FRV), along the left hand side of the fan case, and back
up to the hydraulic junction box.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
CTC-201-084-01
��
EFFECTIVITY
TOC
EFG
FUEL PUMP
The engine fuel pump is a two stage fuel lubricated pump A pressure relief valve is installed, in parallel with the
and filter assembly. gear pump, to protect the downstream circuit from over
pressure.
First, the fuel passes through the boost stage, where it
is pressurized. At the gear stage outlet, the fuel passes through a wash
filter, where it is split into two different fuel flows.
At the outlet of the boost stage, it is directed to the main
oil/fuel heat exchanger, and the FRV. The main fuel flow, unfiltered, goes to the HMU. The other
fuel flow, which is filtered, goes to the servo fuel heater
The fuel then goes back into the fuel pump, and passes and the FRV.
through a disposable main fuel filter.
A by-pass valve is installed, in parallel with the filter, to
The clogging condition of the main fuel filter is monitored by-pass the fuel in case of filter clogging.
and displayed on an ECAM, through a differential
pressure switch.
A by-pass valve is installed, in parallel with the filter, to

by-pass the fuel in case of filter clogging.
At the filter outlet, the fuel passes through the HP stage

pump.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��

��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-086-02
��
EFFECTIVITY
TOC
EFG
FUEL PUMP
Fuel pump housing. On the housing, fuel ports and covers are provided which
are :
The fuel pump housing encloses the fuel pump drive - Main filter by-pass valve cover.
system, the LP and HP stages, the fuel filter, and the - Supply to main heat exchanger.
wash filter. - Return from main heat exchanger.
- Filter drain port.
The fuel pump housing is secured onto the accessory - Upstream and downstream filter pressure taps.
gearbox with a Quick Attach/Detach (QAD) ring. The - HP stage pressure relief valve cover.
mounting flange is equipped with a locating pin to - Fuel inlet port.
facilitate the installation of the fuel pump onto the AGB. - Discharge port to HMU.
- Supply to FRV.
- Supply to servo fuel heater.
- LP stage discharge pressure tap.
- HP stage discharge pressure tap.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-089-02
FUEL PUMP HOUSING
EFFECTIVITY
TOC
EFG
FUEL PUMP
Fuel pump drive system.
The fuel pump is fuel lubricated, and the necessary

rotative motion is provided by a drive system consisting
of concentric shafts :
The main drive shaft is driven by the AGB, and drives the
HP stage drive spur gear through splines.
The HP stage drive spur gear, through splines, drives the

LP stage driveshaft, which in turn drives :
- The HMU, through the HMU drive shaft.

- The LP stage, through the hollow shaft.
The fuel pump drive system is equipped with shear neck

sections to provide :
- Protection of the AGB against any excessive torque

created within the fuel pump assembly.
- Assurance of the HMU drive operation, even in case
of total failure of the LP stage pump.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
CTC-201-090-02
��
EFFECTIVITY
TOC
EFG
FUEL PUMP
Fuel pump Low Pressure (LP) stage.
The LP stage is a centrifugal type pump, which delivers

boost pressure to the HP stage to avoid pump cavitation.
The fuel pump LP stage consists of :
- A swirl inducer, with helical grooves and a scroll.
- An impeller, provided with swirl ramps, supported by

two plain bearings.
The cavity for the impeller/inducer cluster is provided by

the pump cover.
The front and rear bearings, the LP pump drive shaft

splines, and the HMU drive shaft splines are lubricated
with fuel tapped from the scroll at the fuel pump LP stage
fuel discharge.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
CTC-201-091-01
��
EFFECTIVITY
TOC
EFG
FUEL PUMP
Fuel pump High Pressure (HP) stage.
The fuel pump HP stage is a positive displacement gear

type pump.
For a given rotational speed input (RPM), the pump

delivers a constant fuel flow, regardless of the discharged
pressure.
The HP fuel pump consists of two gearshafts, the drive

and the driven gears.
The drive gear is driven, through splines, by the main

drive shaft connected to the AGB.
Each gearshaft is supported by two plain bearings.
The fuel used to lubricate the LP stage equipment, is

also used to lubricate the HP stage bearings and the
lubricating fuel then flows back to the fuel filter inlet.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
� ��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-284-01
��
EFFECTIVITY
TOC
EFG
FUEL PUMP
High pressure relief valve.
The high pressure relief valve is installed in parallel with

the gear stage pump, and consists of :
- A relief valve housing.

- A relief valve piston.
- A spring.
- An adjusting cap.
When the differential fuel pressure between the inlet and

the outlet of the gear stage reaches 1030 to 1070 psi,
the valve opens. The relief valve recovery point is set
between 990 and 1010 psid.
The relief valve housing is threaded within the pump

case.
The relief valve piston is in contact with the housing

through the spring force and the fuel pressure coming out
of the filter.
On the other side of the piston, the fuel pressure from the
HP stage is applied to the end of the piston.
The fuel goes back to the HP pump inlet when the relief
valve is open.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-092-02
��
EFFECTIVITY
TOC
EFG
FUEL PUMP
The wash filter.
The wash filter, located at the fuel pump HP stage

discharge, catches particles remaining in the fuel directed
to the servo fuel heater.
The foreign particles, retained by the filter, are removed

by the main fuel flow supplying the HMU.
The wash filter is incorporated with the fuel pump

housing, and consists of a filtering element and a by-pass
valve.
The by-pass valve opens if the filter becomes clogged.
The cartridge has a filtering capability of 65 microns.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
CTC-201-093-02
��
EFFECTIVITY
TOC
EFG
FUEL PUMP
Fuel filter Maintenance practices
The fuel filter protects the downstream circuit from Fuel filter removal/installation and check.
particles in the fuel.
The filter must be removed and visually inspected after
It consists of a filter cartridge and a by-pass valve. any ECAM “Fuel filter clogged” warning messages, or
when significant contamination is found at the bottom of
The filter cartridge is installed in a cavity in the fuel pump the filter cover. This inspection can help to determine any
body. The fuel circulates from the outside to the inside of contamination of aircraft, or engine fuel systems.
the filter cartridge.
Re-install the fuel filter cover with the bolts, washers and
In case of a clogged filter, the by-pass valve opens to nuts provided, carefully following the torquing sequence.
allow fuel to pass to the fuel pump HP stage.
Perform a wet motoring check for leakage.
Tappings on the filter housing enable the installation of
a differential pressure switch that transmits filter clogging
conditions to the A/C monitoring system.
The cartridge has a filtering capability of 38 microns

absolute.
EFFECTIVITY
TOC
EFG
��
��
��
��
� ��
��
��
��
��
��
��
��
��
��
CTC-201-094-01
VISUAL INSPECTION OF THE FUEL FILTER CARTRIDGE
EFFECTIVITY
TOC
EFG
FUEL PUMP
Maintenance practices
Visual inspection of impeller rotation.
This inspection must be done during troubleshooting

when the procedure calls for it, or when a broken shaft
is suspected and the rotation of the LP impeller has to
be checked.
The plug is removed, and the engine is cranked through

the handcranking pad.
If the impeller turns, the check is positive.
If the impeller does not turn, replace the fuel pump and
continue the troubleshooting procedure to determine if
there is any further engine damage.
After fuel pump replacement, perform an idle leak check

and FADEC ground test with motoring.
EFFECTIVITY
TOC
EFG
��
��
��
� ��
��
��
��
��
CTC-201-095-01
VISUAL INSPECTION OF IMPELLER
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
MAIN OIL/FUEL HEAT EXCHANGER
EFFECTIVITY
TOC
EFG
MAIN OIL/FUEL HEAT EXCHANGER
The purpose of the main oil/fuel heat exchanger is to

cool the scavenged oil with cold fuel, through conduction
and convection, inside the exchanger where both fluids
circulate.
The exchanger is installed at the 7 o’clock position, on the

fuel pump housing.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
CTC-201-073-01
��
EFFECTIVITY
TOC
EFG
MAIN OIL FUEL HEAT EXCHANGER Heat exchanger housing.
The housing encloses the core, and the following items

The connections with the other systems are: are located on its outer portion :
- An oil IN port from the servo fuel heater. - An oil pressure relief valve, which by-passes the
- An oil OUT tube to the oil tank. oil when the differential pressure across the oil
- Two fuel ports connected with the fuel pump. portion of the exchanger is too high.
- A fuel return line from the HMU, through the IDG - A fuel pressure relief valve, which by-passes the
oil cooler. fuel when the differential pressure across the fuel
portion of the exchanger is too high.
The mechanical interfaces are the mating flanges with the - A drain port, for fuel leak collection from inter-seal
fuel pump, the servo fuel heater, plus one other with a cavities, that prevent oil cavity contamination.
fuel tube. - An optional fuel-out temperature probe port.
- Two attachment flanges; one with the fuel pump
Heat exchanger core. which also provides fuel IN and OUT passages,
and one with the servo fuel heater which also
The heat exchanger is a tubular design consisting of a provides oil IN and OUT tubes.
removeable core, a housing and a cover. - One fuel IN port for fuel from the HMU, via the IDG
oil cooler.
The core has two end plates, fuel tubes and two baffles.
Maintenance practices
The fuel tubes are attached to the end plates and the
baffles inside lengthen the oil circulation path around the If there is fuel contamination in the oil, both the servo fuel
fuel inlet tubes. heater and main oil/fuel exchanger must be replaced.
Sealing rings installed on the core provide insulation

between the oil and fuel areas.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-075-01
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
SERVO FUEL HEATER
EFFECTIVITY
TOC
EFG
SERVO FUEL HEATER
The servo fuel heater is a heat exchanger which uses Oil from the lubrication unit enters the case, is filtered,
engine scavenge oil as the heat source to warm up fuel and then passes into the matrix where it circulates around
in the fuel control system. This prevents ice particles the fuel tubes.
entering sensitive servo mechanisms.
At the matrix outlet, the oil is directed to the main oil/fuel
Heat exchange between oil and fuel is by conduction and heat exchanger. If the filter is clogged, or if the differential
convection inside the unit, which consists of : pressure across the filter is too great, a by-pass valve,
installed in the main oil/fuel heat exchanger, will open.
- A case, enclosing the exchanger core and
supporting the unit and oil lines. Oil will then be directed to the main oil/fuel heat exhanger
- The exchanger core, or matrix, where heat is oil outlet port, pass through the servo fuel heater and go
transferred. back to the engine oil tank.
- The cover, which supports the fuel lines.
- A screen, which catches particles in suspension in Servo fuel heater casing.
the oil circuit.
At the flanged end of the case, facing outward, there are
Fuel from the pump wash filter enters the unit and passes two square oil inlet/outlet mounting pads.
through aluminium alloy, ‘U’-shaped tubes immersed in
the oil flow. The tubes are mechanically bonded to a tube The flange has threaded inserts to allow the installation of
plate, which is profiled to the housing and end cover the cover attachment screws.The mounting flange is part
flanges. The fuel then exits the unit and is directed to the of the housing casting, and has 6 holes to accommodate
HMU servo mechanism area. the main oil/fuel heat exchanger securing studs.
A side port chamber is provided to run the oil by-pass

flow from the main oil/fuel heat exchanger to the oil outlet
line connected to the engine oil tank.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��

��
��
CTC-201-078-02
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
HYDROMECHANICAL UNIT
EFFECTIVITY
TOC
EFG
The Hydro-Mechanical Unit (HMU) transforms electrical

signals sent from the ECU into hydraulic pressures in
order to actuate various actuators used in engine control.
It is installed on the aft side of the accessory gearbox

at the 7 o’ clock position and mounts directly onto the
fuel pump.
EFFECTIVITY
TOC
EFG
HMU
CTC-201-018-00
HYDROMECHANICAL UNIT LOCATION
EFFECTIVITY
TOC
EFG
The HMU has different functions :
- It provides internal calibration of fuel pressures.

- It meters the fuel flow for combustion.
- It provides the fuel shut-off and fuel manifold
minimum pressurization levels.
- It by-passes unused fuel.
- It provides mechanical N2 overspeed protection.
- It delivers the correct hydraulic power source to
various engine fuel equipment.
The HMU has :
- Two electrical connectors to ECU channels A and B.

- An electrical connection between the shut-off
solenoid and the A/C.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-019-02
��
EFFECTIVITY
TOC
EFG
To manage and control the engine systems and

equipment, the HMU houses two different internal
subsystems, which are :
- The fuel metering system, including the fuel metering

valve, the delta P valve, the pressurization valve,
the by-pass valve, and the overspeed governor
system.
- The servo-mechanism area, including the pressure

regulation system, the servo flow regulation
system, solenoid valves and torque motors to
supply fuel to the various valves and actuators of
the engine.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-020-02
��
EFFECTIVITY
TOC
EFG
General description.
To achieve all the different engine functions, the HMU is

fitted with:
6 torque motors (TM) for the control of :
- FMV.
- VSV.
- VBV.
- TBV.
- HPTCC
- LPTCC.
2 solenoids (S) for :

-BSV controls.
-A/C shut-off valve signal generation.
(this solenoid is not controlled by the ECU, but by the
A/C Master Lever).
1 resolver (R), to track the FMV position.
2 sets of switches (one set for the overspeed governor,

one for the pressurizing valve).
Note : The resolver and the switches are dual devices.

i.e. their feedback indication is provided to both ECU
channels.
EFFECTIVITY
TOC
EFG
��
��
�
��
��
��
��
��
��
� ��
��
��
��
� ��
��
�
��
��
��
��
��
�� ∆��
��
��
��
��
��
��
��
CTC-201-021-02
��
EFFECTIVITY
TOC
EFG
The general schematic shows all the components that

make up the HMU FMV section.
The main items are :
- The pressure regulators.

- The FMV.
- The delta P valve.
- The by-pass valve.
- The overspeed governor.
- The pressurizing and shut-off valve.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
∆��
��
��
CTC-201-261-01
��
EFFECTIVITY
TOC
EFG
The HMU is supplied by two fuel pressures, Ps and Psf,

that come from the fuel pump HP stage discharge.
Under certain operating conditions, some of the fuel

pressure may be by-passed, and is known as Pb.
Ps pressure.
From HP pump discharge stage to the FMV system :

This is the fuel for the combustor.
Max Ps = 1250 psig.
Psf pressure.
From HP pump discharge stage to the HMU servo

application, through the servo fuel heater :
This is used to generate the working pressures for the
actuators .
Max Psf = 1250 psig.
Pb pressure.
By-passed fuel flow is excess fuel not used in combustion

and the servo mechanisms :
It is returned to the main oil/fuel heat exchanger, through
the IDG oil cooler.
Max Pb = 235 psig.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��

��
��
CTC-201-023-02
��
EFFECTIVITY
TOC
EFG
Pc: Control pressure.
(Pc = Pb + 300 psi.)
Pc pressure is regulated at a constant value of 300 psi

above Pb.
The regulator controls the Psf supply in order to maintain

a constant pressure differential throughout the range
of flows required downstream. It also compensates for
varying Pb pressures.
A spring in the pressure regulator provides a pre-loaded

force that is calibrated to 300 psid.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
CTC-201-024-02
��
EFFECTIVITY
TOC
EFG
Pcr: Control return pressure.
(Pcr = Pb + 150 psi.)
Pcr pressure is regulated at a constant value of 150 psi

above Pb.
The Pcr regulator functions identically to the Pc regulator,

however, the pre-loaded spring is calibrated to 150 psid.
Pcr relief valve.
The Pcr relief valve prevents the HMU case pressure from
building up to Psf, in case the Pcr regulator goes to a
higher than normal pressure, due to a malfunction.
The cracking pressure is set to 20 psi above Pcr.
Over-pressure in the Pcr cavity is by-passed into the Pb

cavity.
EFFECTIVITY
TOC
EFG
��
��
��
CTC-201-260-00
��
EFFECTIVITY
TOC
EFG
Fuel Metering System. Through the FMV control system, the ECU orders the
FMV to rotate to modify the metered fuel flow.
The fuel metering system controls fuel flow to the engine
fuel nozzles, through the FMV servo and torque motor, The FMV resolver provides the ECU with an electrical
according to commands from the ECU. feedback signal, proportional to the FMV position, to
achieve closed loop control.
The fuel metering system consists of :
The Delta P and by-pass valves ensure that the metered
- FMV Control System (ECU logic). fuel flow is proportional to the FMV area, by maintaining a
- FMV torque motor. constant pressure drop of 36 psid across the valve.
- FMV.
- FMV Resolver.
- Delta P Regulating System.
- By-pass System.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
� ��
��
��
��
��
� ��
��
��
��
��
��
��
��
��
��
∆��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��

��
��
��
��
��
��
��

��
��
��
��
��
CTC-201-262-01
��
EFFECTIVITY
TOC
EFG
Fuel metering valve control. The resulting axial movement of the piston causes
rotation of the FMV, through a pushrod and bellcrank
The FMV control system positions the FMV, according to assembly.
an electrical command signal from the ECU.
Maximum and minimum stops, in the valve assembly, set
The control system consists of : the rotational limits of the FMV.
- FMV torque motor. The resolver provides the ECU with electrical feedback of
- Servo fuel pilot valve. the FMV position.
- FMV.
- Resolver.
The FMV torque motor receives electrical commands

from the ECU and converts them into an axial movement
of the servo fuel pilot valve.
The servo fuel pilot valve controls a modulated pressure

(Pz), that is ported to, or from, the FMV. The pilot valve
has an axial rotation to reduce hysteresis.
The FMV servo piston is subjected to Pz, on one side,

and to Pcr backpressure, on the other side.
EFFECTIVITY
TOC
EFG
��
��
� ��
��
��
��
�
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-263-01
��
EFFECTIVITY
TOC
EFG
Delta P and bypass regulating system. At the stable position, the by-pass valve control signal is
a constant value.
The Delta P valve and by-pass valves regulate a constant
pressure drop across the FMV to ensure that the metered When changes occur in the Delta P across the FMV, the
fuel flow is proportional to the FMV position. piston becomes unbalanced and moves axially.
The system consists of : This will either increase, or decrease, the by-pass valve
control pressure. The by-pass valve piston will move to
- A delta pressure detector. a more open, or closed position, thus increasing, or
- A by-pass valve. decreasing the by-passed fuel pressure.
The delta pressure detector senses the differential This, in turn, will decrease or, increase the Ps flow (P1),
pressure across the FMV. and restore the Delta P to 36 psid.
Ps pressure (P1) acts on one side of the piston.

Buffer.
FMV output pressure (P2), plus force from a pre-loaded
spring, act on the other side of the piston. There is a buffer, located between the Delta P valve and
the by-pass valve.
P1 - (P2 + spring load) = the stable position.
This provides the necessary compensation to prevent
The pre-loaded spring is calibrated to 36 psi. speed overshoot and instability that could occur during
overspeed limiter conditions.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
∆��
��
��
��
��
��
CTC-201-264-01
∆��
EFFECTIVITY
TOC
EFG
Overspeed governor system. Overspeed governor test.
The overspeed governor system limits the core engine At each engine start, N2 increases and the flyweight
speed (N2) to a maximum of 106%, in the event of a device applies an upward force on the bottom of the
malfunction that could drive the engine into an overspeed governor pilot valve.
condition.
As the governor pilot valve continues to move up,
The OSG, which is hydro-mechanical and independent of Psf pressure is ported to one side of a piston, which
the ECU, is installed on-line with the Delta P valve and is connected to a micro-switch dedicated to the ECU
consists of : starting logic.
- A flyweight device, which is an N2 detector The micro-switch informs the ECU that the governor
consisting of flyweights, pivot pins, bearings, and system is in operation.
a ball head gear. It produces a force on a
governor pilot valve proportional to the square of Below 38-45% N2 speed, the micro-switch is open.
the flyweight speed.
Above 45% N2, the switch closes, confirming that the
- A governor pilot valve, which ports either Psf, or overspeed governor system is in operation.
Pb, to the Delta P valve in order to modulate the
by-pass valve. The pilot valve translation depends The switch remains closed until N2 drops below 45%.
on the flyweight force, versus a pre-loaded spring
force.
- A pre-loaded spring, which opposes the force

produced by the flyweights, and is calibrated to the
overspeed setting.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
∆��
��
��
��
��
∆��
��
��
��
CTC-201-269-01
��
EFFECTIVITY
TOC
EFG
Overspeed Governor System in-speed condition.
During regular engine operation, the force of the flyweight

device is not strong enough to overcome the force of the
pre-loaded spring.
In this in-speed condition, the pilot valve continues to

send Psf and Pb fuel pressures to the Delta P pilot
valve in order to modulate the by-pass valve for normal
operations.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��

��
��
��
∆��
��
��
��
��
��
��
��
��
CTC-201-267-01
��
EFFECTIVITY
TOC
EFG
Overspeed Governor System in an overspeed

condition.
When N2 reaches 98%, the flyweight force equals the

spring force.
As speed continues to increase, the pilot valve moves up,

slightly restricting Psf flow to the Delta P regulator.
When speed reaches the overspeed value of 106%, the

Psf supply to the Delta P valve is reduced to Pb and this
causes the by-pass valve to stroke further open.
More fuel is by-passed, decreasing fuel flow to the FMV

and, therefore, less fuel is available for combustion.
As a result, N2 decreases until it is below the overspeed

value.
When N2 returns to the normal range, the preloaded

spring can now oppose the force of the flyweights, so the
pilot valve moves back down and the pressure ported to
the Delta P regulator is returned to Psf.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
∆��
��
��
��
��
��
��
��
��
CTC-201-268-01
��
EFFECTIVITY
TOC
EFG
Pressurizing and shut-off valve. FMV downstream pressure is applied on the top of the
piston.
During engine start, the pressurizing and shut-off valve
establishes a minimum Psf pressure to ensure proper A minimum FMV downstream pressure is required to
operation of the regulators, and piston force margins. displace the valve piston far enough to open a port.
During engine shut-down, the pressurizing and shut-off Under engine shut-down conditions, the shut-off system
valve closes to stop fuel flow to the engine fuel nozzles. exchanges Pcr, or Pc, for Psf pressure, resulting in a
closed valve position. The fuel supply to the nozzles is
The pressurizing and shut-off valve is composed of : stopped, and the engine shuts down.
- A piston. The pressurizing valve is provided with switches, which

- A pre-loaded spring. inform the ECU that the valve is in the shut-off position.
- Two position switches.
Under normal operation, Pcr, or Pc pressure, combined

with a pre-loaded spring force, is applied to the
pressurization valve rod compartment.
The pre-loaded spring force guarantees enough Psf to

operate the Pc, Pcr and Delta P regulator systems,
and provides adequate force margins for all pistons and
actuators.
EFFECTIVITY
TOC
EFG
��
��
��
��
�� ∆��
��
��
��
��
��
��
��
��
��
��
CTC-201-032-02
��
EFFECTIVITY
TOC
EFG
Fuel shut-off system. FMV shut-off shuttle valve.
The fuel shut-off system ensures engine shut-down and According to its position, the FMV shut-off shuttle valve
fuel pump unloading. routes either Pb, or Psf pressure to the A/C shut-off
solenoid valve, in order to hydraulically reset the solenoid
The system is composed of : and also generate an SOV signal to shut down the
engine.
- An FMV shut-off shuttle valve.
- The A/C shut-off solenoid. A/C shut-off solenoid.
- A shut-off shuttle valve.
- The pressurizing and shut-off valve. The A/C shut-off solenoid is a magnetic latching solenoid,
which provides an independent path through which the
During a shut-down order, the ECU control logic engine can be shut down, by actuating the Master Lever.
generates a hydraulic Shut-Off Valve (SOV) signal. The output of the A/C shut-off solenoid forms the SOV
signal.
The SOV signal activates a shut-off shuttle valve which :
Shut-off shuttle valve.
- Closes the pressurizing and shut-off valve to stop
fuel nozzles supply. The shut-off shuttle valve is a non-rotating spool valve,
- Opens a by-pass valve to avoid fuel pump loading actuated by the SOV hydraulic signal. It controls the
and prevent over-pressure inside the HMU. porting of pressure to the pressurizing and shut-off valve
and to the by-pass valve, through the OSG and the
The pilot is able to generate a shut-down order, through Delta P regulator system.
the Master Lever in the cockpit.
EFFECTIVITY
TOC
EFG
��
��
��
��

��
��
��
��
��
��
��
��
��
CTC-201-033-02
��
EFFECTIVITY
TOC
EFG
Engine run condition.
When the FMV is in the run condition, the SOV signal

supplied through the FMV shut-off shuttle valve is Pb.
The A/C shut-off solenoid plunger is de-energized and

held in the ‘down’ position by magnetic latches.
In this position, the SOV pressure signal (Pb) supplied

by the FMV shuttle valve, is able to pass through to the
bottom of the shut-off shuttle valve.
Pcr pressure is supplied to the top of the shut-off shuttle

valve and, because of the differential pressure (Pcr, Pb)
across it, the valve is pushed down, allowing normal
operation of the Delta P regulator and of the pressurizing
and shut-off valve.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-275-01
��
EFFECTIVITY
TOC
EFG
Engine shut-down by cockpit order.
The cockpit shut-down order is activated by the pilot who

moves the Master lever to the “OFF” position.
This energizes the A/C shut-off solenoid coil and the

magnetic latch force is overcome. Consequently the
plunger moves up and ports Psf to the SOV line.
Because of the differential pressure (Psf, Pcr), the shut-

off shuttle valve moves up to ensure pressurizing and
shut-off valve closure and pump unloading (by-pass valve
open).
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-276-01
��
EFFECTIVITY
TOC
EFG
ECU automatic engine shutdown during starting The A/C shut-off solenoid valve is still de-energized
sequence on the ground. (“ON” position) and so, Psf pressure is ported to the
SOV line. Because of the differential pressure (Psf, Pcr),
In the event of an abnormal starting sequence on the the shut-off shuttle valve piston moves up porting Psf
ground, the ECU determines a need to shut down the pressure to the pressurizing and shut-off valve, thus
engine and triggers a shutdown function. interrupting fuel flow to the fuel nozzles and resulting in
an engine shutdown.
The shutdown function commands the FMV servo piston
towards the minimum stop. The process is reversed when the ECU commands the
FMV servo to an angle greater than approximately
At an FMV angle of approximately 10 degrees, the FMV 8 degrees.
servo piston’s minimum stop screw contacts the plunger
of the FMV shut-off shuttle valve.
As the metering valve modulated pressure (Pz) is low

enough, the servo overcomes the force of Psf pressure
exerted on the other side of the FMV shut-off shuttle valve
plunger, and continues to move towards the minimum
stop position.
At an FMV angle of approximately 7 or 8 degrees, the

FMV shut-off shuttle valve plunger moves far enough to
switch output pressure (SOV signal) from Pb to Psf.
The FMV continues moving until the metering valve servo

contacts the minimum stop (FMV angle of 5 degrees).
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-277-01
��
EFFECTIVITY
TOC
EFG
Reset function.
If the A/C solenoid was used to initiate engine shut-down,

(Pilot action - Master Lever OFF), the ECU must still
command the FMV below 8 degrees in order to port Psf
and hydraulically reset the solenoid back to a run state.
During the starting sequence, the master lever is “ON”,

therefore the A/C solenoid coil is de-energized.
The ECU control logic sends an electrical signal to the

FMV torque motor, which positions the FMV and FMV
shut-off shuttle valve to port Psf pressure to the top of the
A/C shut-off solenoid valve plunger.
This Psf pressure, applied to the top of the solenoid

plunger, is only opposed by Pb at the bottom and so, the
plunger moves down, hydraulically resetting the valve.
The ECU reset function then stops and the FMV is

positioned to deliver fuel.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-286-01
��
EFFECTIVITY
TOC
EFG
Servo flow regulation system.
The servo flow regulator system regulates the flow of fuel

to actuators.
The system is composed of six flow regulators :
- Fuel Metering Servo Valve (already described).

- Variable Stator Vane (VSV).
- Variable Bleed Valve (VBV).
- Transient Bleed Valve (TBV).
- High Pressure Turbine Clearance Control (HPTCC).
- Low Pressure Turbine Clearance Control (LPTCC).
The regulators use three and four-way pilot valves to

produce a defined pressure versus flow schedule.
There are also 2 solenoid valves:
- The Burner Staging Valve (BSV).

- The A/C shut-off solenoid (already described).
EFFECTIVITY
TOC
EFG
��
��
�
��
��
��
��
��
��
� ��
��
��
��
�
� ��
��
��
CTC-201-273-01
��
EFFECTIVITY
TOC
EFG
Variable Stator Vane (VSV) and Variable Bleed Valve VSV and VBV flow control valve operation.
(VBV) flow regulators.
The VSV and VBV flow regulators are identical. The pilot valve is supplied with Pc and Pb pressures. The
pilot valve’s regulated output pressure (Pz) is applied to
Each regulator contains a servo valve torque motor, a first the upper end of the flow control valve and is opposed by
stage pilot valve and a second stage flow control valve. Pcr pressure applied to the lower end.
The torque motor can be driven by energizing either Increasing torque motor current displaces the pilot valve
of two electrically isolated, independent coils that are downward and ports Pc to Pz. Pz then becomes greater
attached to it. than Pcr and the flow control valve moves downward.
The pilot valve is a three-way spool valve, directly coupled Psf and Pb are supplied to the flow control valve. The two
to the torque motor and cannot rotate due to an anti- outputs are connected to the VSV head and rod ports or
rotation arm. The pilot valve is inside the flow control to the VBV open and close ports.
valve and is positioned depending on torque motor
current. Downward movement of the flow control valve ports Psf
pressure to the head end of the VSV actuator which
The pilot valve has 2 control ports located in the flow closes the VSV’s, and to the VBV gear motor which
control valve. The control valve rotates and is hydraulically closes the VBV’s.
coupled to the pilot valve.
The flow control valve rotates constantly to reduce
Any changes in the position of the pilot valve due to hysteresis, thus increasing the flow regulators positioning
the position of the torque motor, result in changes in the accuracy.
output pressure (Pz), which modifies the position of the
flow control valve.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-278-00
��
EFFECTIVITY
TOC
EFG
Clearance control servo flow regulators system. Changes in the position of the bleed valve, due to the
position of the torque motor, modulates the Pc pressure
The flow regulators system consists of : supplied to the Pz cavity and the bottom of the flow
- High Pressure Turbine Active Clearance Control control valve.
(HPTACC)
- Low Pressure Turbine Active Clearance Control Pz is opposed by Pb, plus the spring force, and the
(LPTACC) control valve moves up or down to compensate for
- Transient Bleed Valve (TBV). pressure changes.
These three regulators are identical. Clearance control regulators operation.
Unlike the VSV and VBV flow regulators, the clearance An increase in torque motor current moves the bleed
control regulators contain non-rotating pilot valve valve down, decreasing the amount of Pc supplied to the
plungers. Each regulator contains a servo valve torque Pz cavity. A bleed orifice, between the Pz cavity and the
motor, a first stage bleed valve, and a second stage flow Pb line allows Pz to decrease, causing the flow control
control valve. valve to move downward and port Pc to the output port.
The bleed valve is suspended from spring blades and A decrease in torque motor current moves the bleed valve
directly coupled to the torque motor. The seat of the bleed up, increasing the amount of Pc supplied to the Pz cavity
valve is in the flow control valve. causing Pz to increase. This increase causes the flow
control valve to move upward and port Pb to the output
The flow control valve is a three-way spool valve, with a port.
preloaded spring, and is supplied by Pc and Pb.
The output port is connected to one side of the clearance
control actuator and the other side of the actuator is
always submitted to Pcr pressure.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
CTC-201-279-01
��
EFFECTIVITY
TOC
EFG
Burner staging valve solenoid operation.
Controlled by the ECU, the output of the Burner Staging

Valve (BSV) is used to turn off half of the 20 fuel nozzles
during certain flight conditions.
The BSV is a three-way solenoid valve containing a single

ball and two valve seats.
Pc and Pcr pressures are supplied to the input of

the valve and one of these inputs supplies the output
pressure sent to the BSV port on the HMU.
The solenoid can be energized by applying an electrical

current to either of two electrically isolated independent
coils.
When the solenoid is de-energized, Pcr is supplied to the

BSV. The BSV is open and all 20 nozzles are on.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
CTC-201-280-00
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
FUEL FLOW TRANSMITTER
EFFECTIVITY
TOC
EFG
The purpose of the fuel flow transmitter is to provide There are two types of fuel flow transmitter available.
the ECU with information, for indicating purposes, on the
weight of fuel used for combustion. The first type consists of an aluminium body with a
cylindrical bore.
Located in the fuel flow path, between the HMU metered
fuel discharge port and the fuel nozzle filter, it is installed An electrical connector is installed on the outside of a
on supporting brackets on the aft section of the HMU. rectangular electronics compartment.
The interfaces are: The fuel flow transmitter consists of:
- A fuel supply hose, connected from the HMU. - A driver assembly.
- A fuel discharge tube, connected to the fuel nozzle - A flow straightener.

filter.
- A measurement assembly.
- An electrical wiring harness, connected to the ECU.
- 2 pickoff coils.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-281-00
��
EFFECTIVITY
TOC
EFG
The driver assembly, flow straightener and measurement The impeller is installed on the shaft, on bearings. It is
assembly are put on a shaft and installed in the bore. attached to the drum through a spring assembly and is
turned only by the spring. This permits impeller movement
The transmitter driver assembly is made up of a shrouded with respect to the attached parts.
turbine, petal valves and a valve support cone.
As the spring assembly tries to turn the impeller, the
Fuel enters the turbine and flows out through angled drive impeller, in turn, tries to rotate the fuel flow and the
holes and this causes the driver to rotate, thus turning the spring that drives the impeller deflects, permitting a
measurement assembly which is installed on the same rotational deflection between the drum and impeller. The
shaft. deflection angle between the drum and impeller provides
a measurement of fuel flow mass.
Bypass holes, covered by petal valves, control driver
speed at high fuel flow rates, limiting the transmitter The drum and impeller each have 2 magnets installed in
rotational speed. them, on opposite sides (180° apart). As the drum and
impeller turn, the magnets generate an electrical pulse
After the fuel leaves the driver assembly, it goes through in the pickoff coils as they pass. The time between drum
a flow straightener, which is stationary and not attached pulse and impeller pulse defines the deflection and is
to the shaft. The straightener removes all swirl and other proportional to the fuel flow.
disturbances in the fuel flow.
The pulses are supplied to the fuel flow indicator where
The measurement assembly consists of an impeller and a they are changed to a mass flow measurement.
drum. The drum is on the same shaft as the driver and so,
turns at the same rate.
EFFECTIVITY
TOC
EFG
��
��
∆��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-282-02
��
EFFECTIVITY
TOC
EFG
The second type of fuel flow transmitter consists of a When the fuel starts flowing, the rotor spins at a speed
housing containing a swirl generator, a free-spinning rotor that is proportional to the fuel flow and the signal blade
and a turbine, which is restrained by a spring attached on the turbine, restrained by the spring, begins to deflect
to the housing. along the path of rotation.
Two permanent magnets are fixed, 180 degrees apart, at The stop pulses now begin to occur after the start pulses.
the forward and aft end of the rotor.
As the mass flow (weight) of fuel through the transmitter
With each complete revolution of the rotor, the forward increases, the turbine deflects further and further, and
end magnet induces an electrical pulse in a small coil the time difference between the start and stop pulses
mounted on the outer wall of the housing. This is known increases proportionally.
as the ‘start’ pulse.
It is this time difference which is measured by the ECU,
The aft end magnet aligns with a signal blade fixed on the and converted to Fuel Flow and Fuel Used values, which
turbine. As the magnet passes the signal blade, another are then made available to the A/C for cockpit indication.
pulse is induced into a second, larger coil, which is also
on the outer wall of the housing. This is known as the The operating range of the fuel flow transmitter output is
‘stop’ pulse. from 0 to 170 milliseconds, which corresponds to a fuel
flow range of 0 to 27000 lbs/hr.
One ‘start’ pulse and one ‘stop’ pulse are generated
through the coils at each revolution of the rotor.
If the rotor could spin without fuel flow, the start and stop
pulses would occur simultaneously.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��

��
��
CTC-201-285-01
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
FUEL NOZZLE FILTER
EFFECTIVITY
TOC
EFG
FUEL NOZZLE FILTER
The fuel nozzle filter is installed near the servo fuel heater
at 8 o’clock and attached to the fuel flow transmitter.
The fuel nozzle filter collects any contaminants that may

still be left in the fuel before it goes to the fuel nozzle
supply manifold.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
CTC-201-283-00
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
BURNER STAGING VALVE
EFFECTIVITY
TOC
EFG
The purpose of the Burner Staging Valve (BSV) is to

close the fuel supply to the staged manifold.
In this condition, only ten fuel nozzles are supplied with

fuel.
The BSV is installed on a support bracket on the core

engine at the 6 o’clock position.
EFFECTIVITY
TOC
EFG
CTC-201-103-01
EFFECTIVITY
TOC
EFG
The BSV is used in decel to keep the fuel flow above the Two fuel supply manifolds, staged and unstaged, are
lean flame-out limit. installed on the fuel supply system.
To safely work close to this limit, the ECU cuts 10 of the Within the BSV support, the metered fuel is split into two
20 engine fuel nozzles. flows, which are then delivered to the nozzles, through
the two manifolds.
The effect is that the same amount of fuel is provided in
the combustion chamber, but on 10 fuel nozzles only. In The unstaged manifold always supplies 10 fuel nozzles,
this condition, the lean flame-out is well above the flame- and the staged manifold supplies the 10 remaining fuel
out limit and it is impossible to extinguish combustion. nozzles, depending on the BSV position.
The diagram indicates the switch limits between 20 and At the outlet of the BSV, each fuel supply manifold is
10 fuel nozzles. connected to a “Y” shaped supply tube at approximately
the 5 and 6 o’clock positions.
Each supply manifold is made up of two halves, which

are mechanically coupled, and include 5 provisions to
connect the fuel nozzles.
To improve the rigidity in between the manifold halves,

connecting nuts are installed at the 6 and 12 o’ clock
positions.
EFFECTIVITY
TOC
EFG
��
��
��
��
��

��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-104-02
��
EFFECTIVITY
TOC
EFG
The BSV is a normally open, fuel shut-off valve that is Twenty fuel nozzle operation.
controlled by the ECU, and fuel operated by the HMU.
A three-way dual solenoid, located in the HMU, is
The valve shuts off every other fuel nozzle in certain de-energized and low fuel pressure (Pcr) is applied to
engine operations, to provide a better spray pattern and both ends of the poppet valve.
improve the engine flame-out margin.
A spring keeps the poppet valve in the BSV open,
The valve has dual redundant signal switches, which are allowing fuel to flow from the inlet port to the outlet port.
open when the valve is open.
All open ports terminate in the mounting surface of

the valve body and when the valve is installed on the
mounting bracket, the ports are automatically connected.
No external hydraulic or pneumatic lines are required.
The valve encloses:
- A poppet valve, which allows metered fuel delivery to

the staged manifold.
- A servo valve, to override and/or hold the poppet

valve open.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-106-01
20 FUEL NOZZLES OPERATION
EFFECTIVITY
TOC
EFG
10 fuel nozzle operation.
To close the poppet valve, an electrical signal is applied to

the dual solenoid valve in the HMU.
This allows high pressure fuel (Pc) to be directed to the

top of the valve, to close the poppet.
In the closed position, the differential pressure moves the

valve down.
A bleed orifice in the poppet keeps the pressure in the

spring cavity at Pcr pressure.
There are two position switches located on the valve, one

for ECU channel A and one for channel B. The switches
click closed when the poppet valve is about to close.
A calibrated orifice allows a small amount of fuel to pass

to the nozzles to avoid fuel nozzle tip coking.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��

��
��
��
��
��
��
CTC-201-107-01
10 FUEL NOZZLES OPERATION
EFFECTIVITY
TOC
EFG
Failsafe Operation.
The BSV is equipped with a servo valve installed in

parallel with the fuel supply inlet port.
When the inlet pressure reaches 250 psi, the servo valve
moves down, thus restricting and blocking the Pcr port.
The bleed orifice in the poppet enables the pressure to be

balanced in the top and bottom cavities.
The poppet valve cavity is now ported to Pc fuel pressure,

and the spring lifts the poppet valve.
Metered fuel passes through the valve and is delivered

to the fuel nozzles.
The two position switches click open just as the poppet

valve begins to open.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-108-02
FAILSAFE OPERATION
EFFECTIVITY
TOC
EFG
Burner staging valve control.
The control laws logic in the ECU calculates the BSV

position demand.
The process has four parts:
- BSV status.
- Fuel/air ratio calculations.
- BSV inhibition logic.
- BSV position demand logic.
The BSV status is provided through the two position

switches, located on the valve itself.
The fuel/air ratio calculation uses PS3 and T3

parameters.
The BSV inhibition logic uses different parameters:

Engine speed N2, valve position unknown, A/C flight/
ground position.
The BSV position demand logic uses the Fuel Metering

Valve (FMV) position feedback signal.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
CTC-201-109-01
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
FUEL NOZZLE
EFFECTIVITY
TOC
EFG
FUEL NOZZLE
The fuel nozzles spray fuel into the combustion chamber

and ensure good light-off capability and efficient burning
at all engine power settings.
There are twenty fuel nozzles, which are installed all

around the combustion case area, in the forward section.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
CTC-201-114-02
��
EFFECTIVITY
TOC
EFG
FUEL NOZZLE
Basically, all fuel nozzle models are similar, provide the

same operational performances, and are mounted and
connected to the engine in an identical manner.
However, four nozzles located in the pilot burning area

in the combustion chamber, on either side of the spark
plugs, have a wider primary spray angle.
The wider spray angle is incorporated to improve altitude

re-light capability.
To facilitate identification of the nozzle type, a colour band

is installed on the nozzle body. The colours are also
engraved on the band.
- Blue colour band on the 16 regular fuel nozzles.
- Natural colour band on the 4 wider spray fuel

nozzles.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-117-02
��
EFFECTIVITY
TOC
EFG
FUEL NOZZLE
The fuel nozzle is a welded assembly which delivers fuel

through two independent flows, and consists of:
- A cover, where the nozzle fuel inlet connector is

located.
- A cartridge assembly, which encloses a check valve

and a metering valve.
- A support, used to secure the fuel nozzle onto the

combustion case.
- A metering set, to calibrate primary and secondary

fuel flow sprays.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
CTC-201-115-02
��
EFFECTIVITY
TOC
EFG
FUEL NOZZLE
Some makes of fuel nozzle have a removeable inlet When the fuel pressure is higher than 120 psig, the main
strainer, which is secured onto the inlet cover with a spring is compressed, and the cartridge valve assembly
retaining ring. moves down.
Fuel passes through the strainer, enters the main body Fuel still passes through the primary path, and through
and reaches a spring-loaded check valve. the restricted orifice, where it enters the secondary flow
chamber.
When the fuel pressure reaches 15 psig, the spring is
compressed and the valve moves down. It then goes into the outer tube of the support to the
secondary body of the metering set.
Fuel is ported from the inner tube of the support to the
primary body of the metering set. It passes around, and in between, the primary body and
the secondary body.
Fuel then passes around the primary plug, and flows in
between the plug and the convergent end of the primary Fuel is then delivered, through a Venturi type orifice, into
body. the combustion chamber at an angle of 125°.
Fuel is then delivered, through a calibrated orifice, into

the combustion chamber, at a set angle of 64° for regular
nozzles, and 89° for wider spray nozzles.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-120-02
��
EFFECTIVITY
TOC
EFG
FUEL NOZZLEFUEL NOZZLE
From the nozzle inlet, fuel passes through the inlet filter
and accumulates within the cartridge assembly.
At 15 psig, the fuel opens the check valve. It is sent to the

central area of the metering set which calibrates the spray
pattern of the primary fuel flow (narrow angle).
When the fuel pressure reaches 120 psig, it opens the

flow divider metering valve and the fuel goes through the
outer tube of the support to another port in the metering
set.
This port calibrates the spray pattern of the secondary

fuel flow (wider angle of 125 °).
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-116-01
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
IDG OIL COOLER
EFFECTIVITY
TOC
EFG
IDG OIL COOLER
The Integrated Drive Generator (IDG) oil cooler uses the

HMU by-pass fuel flow to cool down the oil used in the
IDG mechanical area.
The IDG oil cooler is located on the fan case, just

above the engine oil tank, between the 9 and 10 o’clock
positions.
The interfaces are:
- The fuel supply and return lines.
- The oil supply and return lines.
After the heat exchange, the fuel returns to the inlet of

the main oil/fuel heat exchanger, and the oil goes back
to the IDG.
The unit consists of a matrix providing the heat exchange

operation, a housing, and a cover enclosing a pressure
relief valve.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-139-02
IDG OIL COOLER DESIGN
EFFECTIVITY
TOC
EFG
IDG OIL COOLER
There are two different flows within the unit, the fuel flow,
and the oil flow.
The fuel flows inside a tube bundle and the oil circulates
around the tube bundle to transfer heat to the fuel.
If the pressure drop is greater than 24 psid inside the

matrix, a valve opens and by-passes the matrix.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
CTC-201-138-02
��
EFFECTIVITY
TOC
EFG
IDG OIL COOLER
The matrix consists of a tube plate, 7 baffles and

aluminum alloy fuel tubes (U-shaped). The fuel tubes
are attached to the plate, and the baffles provide 8 oil
circulation paths.
The housing encloses the oil supply port, the oil out port,
and the oil drain port.
The cover encloses the fuel supply port, the fuel out port,
and the bypass valve. This valve is installed in parallel
with the fuel inlet and outlet ports, and by-passes the
fuel directly towards the heat exchanger, if the differential
pressure reaches 24 psi.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
CTC-201-140-01
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
FUEL RETURN VALVE
EFFECTIVITY
TOC
EFG
FUEL RETURN VALVE
The Fuel Return Valve (FRV) returns part of the fuel,

flowing through the IDG oil cooler, back to the A/C fuel
tank for recirculation.
The FRV is mounted on a bracket on the left hand side

of the fan inlet case, at the 10 o’clock position, above the
IDG oil cooler.
The interfaces are:
- The fuel return line to the A/C.
- The fuel drain tube.
- The Pb return tube.
- The fuel pump HP tube.
- The fuel pump LP tube (cold fuel).
- The IDG cooler inlet tube (hot fuel).
- Two electrical connectors linked to the ECU.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-129-02
��
EFFECTIVITY
TOC
EFG
FUEL RETURN VALVE
The FRV assembly consists of:
- Solenoid valve, V1, to open the fuel shut-off valve.
- Solenoid valve, V2, to select the returning fuel flow

levels.
The FRV has a metering system which includes:
- A flow control valve, to meter the fuel flows.
- A compensating valve, to make the metering system

insensitive to pressure differences between cold
and warm fuel flows.
- A mixing chamber, to mix cold and warm fuel flows.
- A shut-off valve, to isolate the engine fuel circuit from

the A/C fuel tank return circuit.
- Switches, to provide the ECU with the position of the

shut-off valve.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-131-02
��
EFFECTIVITY
TOC
EFG
FUEL RETURN VALVE
Inside the FRV, cold fuel from the fuel pump LP stage The engine oil temperature thresholds depend on the
outlet is mixed with the warm fuel returning from the IDG fuel inner tank temperature, and A/C ground or flight
oil cooler. This is to limit the temperature of the fuel going conditions.
back to the A/C tank.
On ground, if the engine oil temp reaches 90°C, only the
A shut-off system is provided to isolate the engine fuel LOW return fuel flow is redirected to the A/C, until the oil
circuit from the A/C fuel tank return circuit. temperature drops to 78°C.
The FRV is fuel operated and electrically controlled In flight conditions, LOW return fuel flow may be selected
through the ECU control logic. at the same engine oil temperature as on ground.
The control logic of the FRV is dependent on the engine Following LOW, HIGH return fuel flow is selected, if the
oil temperature. engine oil temperature reaches 95°C.
Above a certain engine oil temperature, the ECU It is deselected when the temperature drops below 85°C.
commands a LOW return fuel flow to the A/C.
If the engine oil temperature continues to increase, the

ECU commands a HIGH return fuel flow to the A/C.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-130-02
��
EFFECTIVITY
TOC
EFG
FUEL RETURN VALVE
The FRV selects three levels of returning fuel flow, Hot fuel from the IDG oil cooler goes to:
depending on the engine oil temperature (TEO).
- The spring-loaded pilot valve, where it stops.
- Zero flow.
- The mixing chamber, to be mixed with cold fuel from
- Low flow. the low pressure stage of the engine fuel pump.
- High flow. - The compensating valve, which changes the fuel flow
outlet, depending on the hot/cold fuel differential
In case of failure of the TEO sensor, FRV positioning pressure,
cannot be calculated based on the sensor. In this case,
a default value for the oil is set ( 178°C) and the FRV The mixed flow then enters into the flow control valve.
opens.
The cold fuel pressure is applied to the valve head side,
which is pushed against the spring. In this position, the
Zero flow condition. valve partially closes the outlet port.
De-energized, solenoid valve V1, which is spring-loaded Fuel then goes to the shut-off valve, which is closed
in the closed position, closes the high pressure supply through the pressure of the spring force.
line (PSF) to the shut-off valve.
Since there is no way for the fuel to exit to the A/C circuit,
Solenoid valve V2, spring-loaded in the closed position, the fuel is returned to the main oil/fuel heat exchanger.
closes the high pressure supply line (PSF) to the pilot
valve.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-132-01
NO RETURN FUEL FLOW
EFFECTIVITY
TOC
EFG
FUEL RETURN VALVE
Low return flow operation.
When the engine oil temperature reaches 90°C, the ECU

energizes the V1 solenoid.
The V1 solenoid opens the valve, allowing Psf fuel

pressure to the shut-off valve.
Psf pressure pushes the shut-off valve against the spring,

opening the fuel return flow to the A/C circuit.
The shut-off valve position switches send (open) position

information to the ECU.
The compensating valve adjusts the flow of the return fuel

to a constant value of:
- 440 pph (200 kg/h) cold flow.

- 661 pph (300 kg/h) hot flow.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-134-02
LOW RETURN FUEL FLOW
EFFECTIVITY
TOC
EFG
FUEL RETURN VALVE
High return flow operation.
If the engine oil temperature continues to increase, and

reaches 95°C, the ECU energizes the V2 solenoid.
The ECU continues to send an electrical signal to the

V1 solenoid, which maintains the shut-off valve open,
through Psf fuel pressure.
The V2 solenoid opens the valve, allowing Psf pressure to

the top of the pilot valve’s piston, which now moves left.
The hot fuel from the IDG oil cooler now passes through
the pilot valve, and is directed to the flow control valve
spring side.
The flow control valve moves to the left, completely

opening the orifice connected to the A/C fuel return
circuit.
The compensating valve adjusts the flow of the return fuel

to a constant value of:
- 880 pph (400 kg/h) cold flow.
- 1322 pph (600 kg/h) hot flow.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-135-01
HIGH RETURN FUEL FLOW
EFFECTIVITY
TOC
EFG
FUEL RETURN VALVE
Modulated idle.
The High return fuel flow may, in some cases, not be

enough to cool down the engine oil temperature.
Therefore, the engine minimum idle speed may be

increased to create a higher fuel flow, resulting in more
effective oil cooling in the main oil/fuel heat exchanger.
The modulated idle operation depends upon the oil

temperature and the A/C ground or flight condition.
On ground, no IDG modulated idle is required.
In flight, the modulated idle operation is set when the oil

temperature reaches 106.2°C.
N2 speed then accelerates, according to a linear

schedule, up to a maximum of 11731 rpm, which
corresponds to an oil temperature of 128°C.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
CTC-201-126-01
��
EFFECTIVITY
TOC
EFG
FUEL RETURN VALVE
Recirculation to the tank is inhibited, (FRV closed), in any

of the following cases:
- When N2 speed is below 50% during engine start.
- When the metered fuel flow is greater than 5520 pph.

(T/O power).
- With engine shut-down.
- When the aircraft management system sends an

inhibit signal (fuel temp high + fuel tank full).
- When flight / ground status is not available.
The FRV is opened to the second level (HIGH):
- During a FADEC ground motoring test.
EFFECTIVITY
TOC
EFG
� ��
��
��
��
��
��
��
��
� ��
��
� ��
CTC-201-127-02
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
VARIABLE GEOMETRY CONTROL SYSTEM
EFFECTIVITY
TOC
EFG
VARIABLE GEOMETRY CONTROL SYSTEM
The variable geometry control system is designed to At low speed, the LP compressor supplies a flow of air
maintain satisfactory compressor performance over a greater than the HP compressor can accept.
wide range of operation conditions.
To establish a more suitable air flow, VBV’s are installed
The system consists of: on the contour of the primary airflow stream, between the
booster and the HPC.
- A Variable Bleed Valve (VBV) system, located
downstream from the booster. At low speed, they are fully open and reject part of
the booster discharge air into the secondary airflow,
- A Variable Stator Vane (VSV) system, located within preventing the LPC from stalling.
the first stages of the HPC.
At high speed, the VBV’s are closed.
The compressor control system is commanded by the
ECU and operated through HMU hydraulic signals. The HPC is equipped with one Inlet Guide Vane (IGV)
stage and three VSV stages.
An actuation system changes the orientation of the vanes

to provide the correct angle of incidence to the air stream
at the blades leading edge, improving HPC stall margins.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
CTC-201-142-01
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
VARIABLE BLEED VALVE
EFFECTIVITY
TOC
EFG
The purpose of the Variable Bleed Valve (VBV) system is

to regulate the amount of air discharged from the booster
into the inlet of the HPC.
To eliminate the risk of booster stall during low power

conditions, the VBV system by-passes air from the
primary airflow into the secondary.
It is located within the fan frame mid-box structure and

consists of:
- A fuel gear motor.
- A stop mechanism.
- A master bleed valve.
- Eleven variable bleed valves.
- Flexible shafts.
- A feedback sensor (RVDT).
The ECU calculates the VBV position and the HMU

provides the necessary fuel pressure to drive a fuel gear
motor, through a dedicated servo valve.
EFFECTIVITY
TOC
EFG
��
��
��
�
�
�
�
� ��
��
��
�
�
�
�
��
��
��
��
��
��
��
��
CTC-201-143-01
VBV SYSTEM
EFFECTIVITY
TOC
EFG
Fuel gear motor.
The fuel gear motor transforms high pressure fuel flow

into rotary driving power to position the master bleed
valve, through a screw in the stop mechanism.
The fuel gear motor is a positive displacement gear motor

secured on the stop mechanism rear flange.
It has 2 internal spur gears, supported by needle

bearings.
Sealing of the drive gear shaft is provided by carbon

seals.
A secondary lip seal is installed on the output shaft and a

drain collects any internal fuel leaks which could occur.
The fuel flow sent to the gear motor is constantly

controlled by the ECU, via the fuel control valve of the
HMU.
EFFECTIVITY
TOC
EFG
��
��
��

��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-145-01
��
EFFECTIVITY
TOC
EFG
Stop mechanism.
The stop mechanism limits the number of revolutions

of the gear motor to the exact number required for a
complete cycle (opening and closing) of the VBV doors.
This function supplies the reference closed position to

install and adjust the VBV system.
The stop mechanism is located between the gear motor

and the master ball screw actuator.
Its main components are:
- A flexible drive shaft, which connects the gear motor

to the master ballscrew actuator.
- A follower nut, which translates along a screw and
stops the rotation of the gear motor when it comes
into contact with «dog stops», installed on both
ends of the screw.
A location is provided on its aft end for installation of a

position sensor.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
CTC-201-146-02
��
EFFECTIVITY
TOC
EFG
Master bleed valve.
The master bleed valve and ballscrew actuator assembly

is the unit which transmits the driving input from the gear
motor to the 11 remaining variable bleed valves.
It is located between struts 10 and 11 in the fan frame

mid-box structure.
Its main components are:
- A speed reduction gearbox.
- A ballscrew actuator, linked to a hinged door.
Speed is reduced through 1 pair of spur gears and by 2

pairs of bevel gears. The bevel gears drive the ballscrew.
Axial displacement of the ballscrew’s translating nut is

transmitted to the door by 2 links.
A lever, integral with the hinged door, is connected to a

feedback rod which transmits the angular position of the
door to a sensor (RVDT).
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-147-01
��
EFFECTIVITY
TOC
EFG
Variable Bleed valves. Flexible shafts.
The 11 variable bleed valves are located in the fan frame The flexible shafts are installed between the variable
mid-box structure in between the fan frame struts. bleed valves and are unshielded power cores, which have
a hexagonal fitting on one end and a double square fitting
They feature the same internal design as the master on the other.
ballscrew assembly, but have only one reduction gear
instead of two. A spring is attached to the hexagonal end, to hold the
shaft assembly in position during operation, and also help
They operate in synchronization with the master shaft removal and installation.
ballscrew actuator, which provides the input through a
flexible drive shaft linkage. Ferrules are installed in the struts of the engine fan frame
to guide and support the flexible shafts during operation.
Main drive shaft.
The main drive shaft is a flexible and unshielded power

core which has a hexagonal fitting on one end and a
splined end fitting on the other.
A spring is attached to the splined end, to hold the

shaft assembly in position during operation, and also help
removal and installation of the shaft.
It is installed between the gear rotor, which drives it, and

the master bleed valve.
EFFECTIVITY
TOC
EFG
��
��
��
��
� ��
��
��
��
��
�
CTC-201-149-01
��
EFFECTIVITY
TOC
EFG
Bleed valve position sensor.
The bleed valve position sensor transmits the angular

position of the VBV doors to the ECU by an electrical
feedback signal.
It is a Rotary Variable Differential Transducer (RVDT), and

is mounted onto the stop mechanism.
It has two marks which should be aligned when the

system is adjusted to the reference closed position.
The adjustment is made through the feedback rod

connecting the master bleed valve to the transducer’s
feedback lever.
EFFECTIVITY
TOC
EFG
��
��
��
CTC-201-150-02
��
EFFECTIVITY
TOC
EFG
Using engine parameters, the ECU calculates the VBV

position, according to internal control laws.
An electrical signal is sent to the HMU torque motor to

position a servo valve, which adjusts the fuel pressure
necessary to drive the gear motor.
The gear motor transforms the fuel pressure into rotary

torque to actuate the master bleed valve.
The stop mechanism mechanically limits the opening and

closing of the master bleed valve.
The master bleed valve drives the 11 variable bleed

valves, through a series of flexible shafts.
The flexible shafts ensure that the VBV’s remain fully

synchronized throughout their complete stroke.
A feedback rod is attached between the master bleed

valve and the feedback transducer, which transforms
the angular position of the master bleed valve into an
electrical signal for the ECU.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-144-01
��
EFFECTIVITY
TOC
EFG
VBV system logic.
The ECU calculates the VBV demand-signal.
This calculation uses:
- A corrected fan speed (N1K).
- A corrected core speed (N2K).
- An N2-trim signal from the VSV.
- A Throttle Resolver Angle (TRA).
The ECU calculates a basic VBV position, depending on

N2 speed and the position of the VSV.
This position is then finely adjusted, according to the

difference between the actual N1 speed and a calculated
value.
An adder, corresponding to the TRA position, is also

added in the open direction when the engine is running
in reverse mode.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
CTC-201-151-01
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
VARIABLE STATOR VANE
EFFECTIVITY
TOC
EFG
The Variable Stator Vane (VSV) system positions the The system consists of:
HPC stator vanes to the appropriate angle to optimize
HPC efficiency. It also improves the stall margin during A series of actuators and bellcrank assemblies, on both
transient engine operations. sides of the HPC case:
The VSV position is calculated by the ECU using various - Two hydraulic actuators.
engine parameters, and the necessary fuel pressure is
delivered by the HMU dedicated servo valve. - Two feedback sensors, installed in the actuators.
The VSV system is located at the front of the HP - Two bellcrank assemblies.
compressor.
- Four actuation rings (made in 2 halves).
Variable stator stages, located inside the HPC case:
- Inlet Guide Vane (IGV).
- Variable Stator Vane (VSV) stages1-2-3.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
CTC-201-152-01
��
EFFECTIVITY
TOC
EFG
VSV actuators.
The actuators, located at the 2 and 8 o’clock positions on

the HPC case, provide an output force and motion to the
VSV system, in response to fuel pressure.
They are single ended, uncushioned, hydraulic cylinders,

able to apply force in both directions.
Piston stroke is controlled by internal stops.
The piston incorporates a capped, preformed packing to

prevent cross-piston leakage and a wiper is provided to
ensure the piston rod is dirt free.
The rod end features a dual-stage seal with a drain port

and, at the end of the piston, there is an extension, which
houses a bearing seat.
For cooling purposes, the head end of the piston has an

orifice that allows the passage of fuel.
The VSV actuator is self-purging.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
CTC-201-154-01
��
EFFECTIVITY
TOC
EFG
VSV linkage system.
Each VSV actuator is connected through a clevis link and

a bellcrank assembly to a master rod.
The vane actuation rings are linked to the master rod in

the bellcrank assembly, through slave rods.
The actuation ring halves, which are connected at the

splitline of the compressor casing, rotate circumferentially
about the horizontal axis of the compressor.
Movement of the rings is transmitted to the individual

vanes, through vane actuating levers.
EFFECTIVITY
TOC
EFG
��
� ��
��
��
��
��
CTC-201-155-02
��
EFFECTIVITY
TOC
EFG
According to sensor signals, the ECU computes the VSV position transducer.
appropriate VSV position.
The position sensors are Linear Variable Differential
The two actuators move the 4 actuation rings to change Transducers (LVDT) and consist of two windings, one
the angular position of the vanes. stationary, one moveable.
Two electrical feedback sensors (LVDT), one per actuator, The moveable winding translates with the actuator rod,
transmit the VSV position to the ECU to close the control and the resulting voltage is a function of actuator stroke/
loop. VSV position.
The right handside feedback sensor is connected to Excitation is provided by the ECU.
channel A and the left handside feedback sensor to
channel B.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-153-02
��
EFFECTIVITY
TOC
EFG
VSV system control.
The ECU calculates the VSV demand signal using:
- Corrected N2 speed (N2K).

- Ambient pressure (P0) for Altitude.
- Throttle Resolver Angle (TRA).
- Fan speed (N1).
- Total Air Temperature (TAT).
It schedules the VSV position depending on corrected N2

speed and altitude.
Adjustments are applied, depending on the following:
- The bodie condition (rapid accel/decel).

- The steady state condition.
- The transient condition (slow accel/decel).
- Environmental icing condition.
- N1 and/or N2 overspeed condition.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
CTC-201-156-02
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
TRANSIENT BLEED VALVE
EFFECTIVITY
TOC
EFG
The Transient Bleed Valve (TBV) system improves the

HPC stall margin during engine starting and rapid
acceleration.
Using engine input parameters, the ECU logic calculates

when to open or close the TBV to duct HPC 9th stage
bleed air, in order to give optimum stability for transient
mode operations.
The 9th stage bleed air is ducted to the LPT stage 1

nozzle, providing an efficient start stall margin.
The ECU, working through the HMU, controls the TBV

position.
The TBV system consists of:
- The TBV, located on the HPC case, between the 7

and 8 o’clock positions.
- The 9th stage air IN and OUT pipes.
EFFECTIVITY
TOC
EFG
��
��
��
CTC-201-213-02
��
EFFECTIVITY
TOC
EFG
TBV actuator.
The TBV includes a linear actuator linked to a butterfly

valve.
The actuator is attached to a fuel port pad that has three

holes:
- Fuel drain.
- Pcr to Rod end.
- Pc, or Pb, to Head end.
Two electrical connectors are directly fitted on the TBV

actuator, next to the fuel supply plate.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
CTC-201-215-01
��
EFFECTIVITY
TOC
EFG
The TBV is a single actuator, butterfly-type shut-off valve, The valve position is monitored by the ECU, through
that has two positions, OPEN or CLOSED. The valve is a dual channel LVDT connected to the actuator. The
normally closed. LVDT supplies a feedback signal which corresponds to
the butterfly position.
The fuel supply pressure to the the opening chamber is
held constant through port Pcr. In the failsafe position, the piston goes to the open
position.
With the pressure in the opening chamber held constant,
a variation of the fuel pressure (Pc, or Pb) in the closing
chamber, determines the valve position.
The butterfly valve shuts off the airflow when fuel

pressure increases in the closing chamber.
As the fuel supply pressure reduces in the closing

chamber, the actuator piston strokes toward the open
position.
The piston incorporates an orifice for cross piston fuel

flow, providing actuator cooling.
A drain port is provided to route any fluid leakage past the

shaft seal to the drain mast.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
CTC-201-216-02
��
EFFECTIVITY
TOC
EFG
According to a schedule, the ECU sends a valve position

demand to the HMU.
The dedicated servo valve within the HMU changes the

electrical information into fuel pressure and sends it to
the TBV.
The dual channel LVDT sends the valve position to the

ECU, as feedback information, to be compared with the
position demand.
If the valve position does not match the demand, the

ECU sends a signal, through the HMU, to change the
valve state until both terms are equal.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-214-01
��
EFFECTIVITY
TOC
EFG
The TBV function is set during 2 modes:
- Starting.
- Transient.
Through its internal logic, the ECU uses the output of the
transient and start bleed blocks to command the valve to
an open or closed position.
These blocks also command the HPTCC valve open,

during the start sequence.
The following engine parameters are taken into account:
- N2 Accel. during transient conditions.
- N2 Act. during starting conditions.
EFFECTIVITY
TOC
EFG
��
��
��
��
CTC-201-217-02
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
HIGH PRESSURE TURBINE CLEARANCE CONTROL
EFFECTIVITY
TOC
EFG
The HPTCC system optimizes HPT efficiency through A thermocouple, located on the right hand side of the
active clearance control between the turbine rotor and HPT shroud support structure, provides the ECU with
shroud and reduces compressor load during starting and temperature information.
transient engine conditions.
To control the temperature of the shroud at the desired
The HPTCC system uses bleed air from the 4th and 9th level, the ECU calculates a valve position schedule.
stages to cool down the HPT shroud support structure
in order to: This valve position is then sent by the ECU active channel
as torque motor current to the HPTCC servo valve, within
- Maximize turbine efficiency during cruise. the HMU.
- Minimize the peak EGT during throttle burst. The servo valve modulates the fuel pressure sent to
command the HPTCC valve.
The HPTCC valve is located on the engine core section
at the 3 o’clock position. Two sensors (LVDT), connected to the actuator, provide
the ECU with position feedback signals and the ECU
This is a closed loop system, using the valve position changes the valve position until the feedback matches the
status as feedback. schedule demand.
The ECU uses various engine and aircraft sensor

information to take into account the engine operating
range and establish a schedule.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
CTC-201-223-01
��
EFFECTIVITY
TOC
EFG
The HPTCC valve has integrated dual butterfly valves,

driven by a single actuator which receives the fuel
pressure from the HMU servo valve.
Each butterfly valve controls its own dedicated

compressor stage air pick-up.
The two airflows are mixed downstream of the valve and

sent through a thermally insulated manifold to the HPT
shroud support, at the 6 and 12 o’clock positions.
The actuator position is sensed by a dual LVDT and sent

to both channels of the ECU.
The fuel pressure command from the HMU, Pc, enters

the valve at the Turbine Clearance Control (TCC) supply
port.
An intermediate pressure, Pcr, is applied on the opposite

side of the valve actuator.
There is a drain port on the valve to direct any fuel leaks

towards the draining system.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
CTC-201-224-01
��
EFFECTIVITY
TOC
EFG
From various parameters, such as N2, TC, TAT, the ECU

calculates the HPTCC valve position and sends electrical
signals to the torque motor, within the HMU, to move the
valve.
The valves main modes depend on the valve actuator

stroke and four air configurations:
- No air, where both butterflies are closed (failsafe

position).
- Ninth, where only the 9th stage air butterfly is open

in a high flow position (idle, take-off, start bleed).
- Mixed, where both butterflies are open and the

actuator stroke determines the amount of each
airflow (climb).
- Full 4th, where only the 4th stage air butterfly is

opened to the maximum position (cruise).
EFFECTIVITY
TOC
EFG
��
��
��
��
CTC-201-287-00
��
EFFECTIVITY
TOC
EFG
The ECU calculates the HPTC demand, using:
- N2 (core aerothermo-dynamics and speed).
- TC (case temperature).
- TAT (Total Air Temperature).
- P0 (ambient pressure).
- T3 (CDP temperature).
- T25 (Compressor Inlet Temperature).
- Engine off time (Time between Master Lever OFF

and Master Lever ON).
The ECU determines the thermal state of the HP rotor

and the air available in the primary flow, using N2, TAT.
It sets a theoretical demand and clearance adjustment for

thermal expansion according to P0, N2, T3.
It establishes the valve position using N2, T3, T25, TC

and engine off time.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
CTC-201-226-02
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
LOW PRESSURE TURBINE CLEARANCE CONTROL
EFFECTIVITY
TOC
EFG
The LPTCC system uses fan discharge air to cool the

LPT case during engine operation, in order to control the
LPT rotor to stator clearances.
It also protects the turbine case from over-temperature by

monitoring the EGT.
This ensures the best performance of the LPT at all

engine ratings.
The LPTCC system is a closed loop system, which

regulates the cooling airflow sent to the LPT case,
through a valve and a manifold.
The LPTCC valve is located on the engine core section

between the 4 and 5 o’clock positions.
The LPTCC system consists of:
- An air scoop.
- The LPTCC valve.
- An air distribution manifold.
- Six LPT case cooling tubes.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
CTC-201-218-01
��
EFFECTIVITY
TOC
EFG
LPTCC valve.
The LPTCC valve includes a linear actuator with a gear

section, which rotates a butterfly valve shaft.
The actuator is attached to a control plate, which has

three holes.
Two of these holes are used for valve actuation:

- One hole ports modulated pressure from the servo
valve to one side of the actuator.
- The second hole ports Pcr pressure to the other side
of the actuator.
The modulated pressure is either greater, or smaller, than

Pcr and determines the direction of the actuator motion.
The third hole is a drain port designed to collect leakage

from the actuator and direct it to the draining system.
A dual RVDT sensor is fitted at one end of the butterfly

valve shaft and supplies electrical signals proportional to
the valve position.
In the failsafe position, a built-in spring return system

moves the valve to a mechanical stop. In this case, the
valve is open at 30 degrees.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
CTC-201-221-01
��
EFFECTIVITY
TOC
EFG
According to a schedule from the ECU, an electrical

order, proportional to the valve position demand, is first
sent to the dedicated servo valve within the HMU.
The servo valve changes the electrical information into

fuel pressure and sends it to the LPTCC valve.
Within the LPTCC valve, the actuator drives the butterfly,

installed in the airflow.
The butterfly valve position determines the amount of

fan discharge air entering the manifold and cooling tube
assembly.
The built-in RVDT sensor sends the valve position to

the ECU as feedback, to be compared with the position
demand.
If the valve position does not match the demand, the ECU
sends an order, through the HMU, to change the
valve state until both terms are equal.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
� ��
��
� �
��
� �
��
��
� ��
��
��
��
��
��
��
��
��
CTC-201-219-01
��
EFFECTIVITY
TOC
EFG
Control logic.
In the ECU, the LPTCC calculation block establishes the

valve position demand.
The airflow demand calculation is based on various

parameters such as:
- P0 (ambient pressure).
- PT2 (total pressure).
- N1 state (fan aerothermo-dynamics and speed).
- TAT (Total Air Temperature).
- EGT( Exhaust Gas Temperature).
From these parameters, the ECU calculates the required

airflow and valve position for clearance control and
protects the turbine case from over temperature by
monitoring the EGT.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
CTC-201-222-02
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
OIL GENERAL
EFFECTIVITY
TOC
EFG
OIL GENERAL
Sump philosophy.
The engine has 2 sumps; the forward and aft.
The forward sump is located in the cavity provided by

the fan frame and the aft sump is located in the cavity
provided by the turbine frame.
The sumps are sealed with labyrinth type oil seals, which
must be pressurized in order to ensure that the oil is
retained within the oil circuit and, therefore, minimize oil
consumption.
Pressurization air is extracted from the primary airflow

(booster discharge) and injected between the two
labyrinth seals. The air, looking for the path with the least
resistance, flows across the oil seal, thus preventing oil
from escaping.
Any oil that might cross the oil seal is collected in a cavity
between the two seals and routed to drain pipes.
Once inside the oil sump cavity, the pressurization air

becomes vent air and is directed to an air/oil rotating
separator and then, out of the engine through the center
vent tube, the rear extension duct and the flame arrestor.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
CTC-201-274-00
��
EFFECTIVITY
TOC
EFG
OIL GENERAL
The purpose of the oil system is to provide lubrication

and cooling for gears and bearings located in the engine
sumps and gearboxes.
It includes the following major components:
- An oil tank, located on the left handside of the fan

case.
- An antisiphon device, close to the oil tank cover, on

the left hand side of the tank.
- A lubrication unit assembly, installed on the

accessory gearbox.
- A master chip detector, installed on the lubrication

unit.
- A main oil/fuel heat exchanger, secured on the

engine fuel pump.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
CTC-201-178-01
��
EFFECTIVITY
TOC
EFG
OIL GENERAL
The oil system is self contained and may be split into the
different circuits listed below:
- Oil supply circuit.
- Oil scavenge circuit.
- Oil circuit venting.
EFFECTIVITY
TOC
EFG
� �
�
��
� ��
�
��
��
��
��
��
�
� ��
� ��
� ��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-180-02
��
EFFECTIVITY
TOC
EFG
OIL GENERAL
Oil supply circuit.
The oil is pumped from the oil tank, through an antisiphon

device, by a pressure pump within the lube unit.
The oil then passes through the main filter to be

distributed to the engine sumps and gearboxes.
There is a back-up filter, in case of main filter clogging.
The following parameters are used for aircraft indicating

purposes:
- Oil pressure (delta P between oil supply pressure

and sump pressure).
- Oil temperature.
- Main filter clogging.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
� ��
� ��
�
��
��
��
��
��
��
��
��
��
��
CTC-201-181-02
��
EFFECTIVITY
TOC
EFG
OIL GENERAL
Oil scavenge circuit.
The oil is drawn from the forward and aft sumps, the AGB
and the TGB, by individual scavenge pumps, installed
within the lube unit.
The oil passes through scavenge screens and then

crosses a Master Chip Detector (MCD). This unit provides
the first visual indication of contamination in the oil.
Finally, the oil goes through a scavenge filter to the

servo fuel heater and passes into the main oil/fuel heat
exchanger, before returning to the oil tank.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
�
��
�
��
�
��
� �
��
CTC-201-182-02
��
EFFECTIVITY
TOC
EFG
OIL GENERAL
Oil circuit venting.
A venting system links the oil tank, the engine sumps

and gearboxes, in order to vent the air from the scavenge
pumps and balance pressures between the different
areas.
A dedicated pipe connects the forward and aft sumps for

oil vapor collection and sumps pressure balancing.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
�
� ��
�
��
��
��
��
��
CTC-201-183-02
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
OIL TANK
EFFECTIVITY
TOC
EFG
OIL TANK
The oil tank stores the engine oil and is installed on the The tank has a pressure tapping connected to a low
fan case, at the 8 o’clock position, on one upper and two oil pressure switch and oil pressure transmitter, that are
lower mounts with shock absorbers. used in cockpit indicating. Next to this tapping, there is
another which is similar and only used for test cells.
The tank body is made of light alloy covered with a flame
resistant coating to meet fireproof requirements. Five Between engine start and running conditions, the oil level
inner bulkheads add strength and reduce oil sloshing. drops, due to the gulping effect.
The cover is a light alloy casting, bolted on the oil tank Oil level checks must be done within five to thirty minutes,
body. after engine shutdown, due to oil volume changes.
The tank has an oil inlet tube from the exchanger, an oil To avoid serious injury, the oil filler cap must not be
outlet to the lubrication unit and a vent tube. opened until a minimum of 5 minutes has elapsed after
engine shutdown.
To replenish the oil tank, there are a gravity filling port, a
remote filling port and an overflow port. Oil tank characteristics:
A scupper drain ducts any oil spillage to the drain mast U.S. QUARTS LITERS
and a plug is provided for draining purposes.
Max gulping effects 8 7.56
Min usable oil volume 10 9.46
Max oil total capacity 20.7 19.6
Total tank volume 24 22.7
EFFECTIVITY
TOC
EFG
��
� ��
��
��
� � ��
��
��
��
��
��
��
��
� ��
��
��
��
��
�
��
�
��
� �
CTC-201-185-01
��
EFFECTIVITY
TOC
EFG
OIL TANK
The tank is vented through a duct connected to the An electrical transmitter provides the aircraft indicating
transfer gearbox. During engine running operation, the oil system with the oil level and a sight gauge, installed on
is routed to the lubrication unit from an outlet port, located the oil tank, can be used for visual level checks during
in the lower section of the tank to ensure constant oil ground maintenance tasks.
availability.
The transmitter is an electrical resistance sensor that
A scavenge tube brings the air/oil mixture back to a cavity uses a floating magnet and reed switches to indicate the
in the tank cover. Installed in the cavity, there is a tube oil quantity directly to the cockpit. An excitation signal
with a swirler, which acts a static air/oil separator to is received from the aircraft and as the floating magnet
centrifuge the oil for air extraction. moves up or down with the oil level, the reed switches
open or close resistance circuits. The resistance value is
The other end of the tube has a deflector to prevent proportional to the oil quantity.
disturbances near the suction port. The tube length and
the deflector prevent oil from going to the vent port,
during excessive negative G flight conditions.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-186-02
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
ANTI-SIPHON
EFFECTIVITY
TOC
EFG
ANTI-SIPHON
The anti-siphon device prevents oil from the oil tank being
siphoned into the accessory gearbox, during engine
shutdown.
Oil from the oil tank flows across the anti-siphon device,
through its main orifice.
During engine operation, the downstream oil pressure

from the supply pump enters the anti-siphon device,
through a restrictor.
During engine shutdown, sump air pressure is able to

enter the anti-siphon device and inhibit the oil supply flow.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
�
� ��
�
��
��
��
��
��
��
��
��
CTC-201-188-02
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
LUBRICATION UNIT
EFFECTIVITY
TOC
EFG
LUBRICATION UNIT
The lubrication unit has two purposes:
- It pressurizes and filters the supply oil for lubrication

of the engine bearings and gears.
- It pumps in scavenge oil to return it to the tank.
It is installed on the left hand side of the AGB front face.
Externally, the lubrication unit has:
- A suction port (from the oil tank).

- Four scavenge ports (aft & fwd sumps, TGB, AGB).
- Four scavenge screen plugs.
- An oil out port (to master chip detector).
- A main oil supply filter.
- A back-up filter.
- Pads for the oil temperature sensor and the oil
differential pressure switch.
Internally, it has 5 pumps driven by the AGB, through a

single shaft. One pump is dedicated to the supply circuit
and four pumps to the scavenge circuits.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-189-01
LUBRICATION UNIT INTERFACE
EFFECTIVITY
TOC
EFG
LUBRICATION UNIT
Supply circuit.
During supply, oil from the oil tank is pressurized through

the supply pump and then goes to the main supply filter.
In case of clogging of the main supply filter, a by-pass

valve directs the oil flow to a self-cleaning back-up filter,
installed in parallel.
Filter clogging indication is provided to the cockpit,

through a transmitter.
A pressure relief valve, installed downstream from the

supply pump, redirects the oil to the scavenge circuit
when oil pressure reaches a maximum limit value.
Downstream from the supply filter, the oil flows through

three outlets to the engine sumps.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-190-02
��
EFFECTIVITY
TOC
EFG
LUBRICATION UNIT
Supply filters. The back-up filter is a metallic, washable filter.
In the supply circuit, downstream from the pressure During normal operation, the oil flow, tapped at the main
pump, oil flows through the supply system which includes, supply filter outlet, washes the back-up filter and goes
first, the main oil supply filter. back to the supply pump inlet, through a restrictor.
A sensor, installed in between the upstream and The main filter is discardable and secured on the lube unit
downstream pressures of the supply filter, senses any cover by a drain plug.
rise in differential pressure due to filter clogging.
To prevent the filter element from rotating when torquing
If the filter clogs, an electrical signal is sent to the aircraft the drain plug, a pin installed on the filter element
systems for cockpit indication. engages between two ribs cast in the lube unit cover.
A by-pass valve, installed in parallel with the filter, opens

when the differential pressure across the valve is greater
than the spring load.
The oil then flows through the back-up filter and goes to
the pump outlet.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
CTC-201-193-02
��
EFFECTIVITY
TOC
EFG
LUBRICATION UNIT
Scavenge circuit.
In the scavenge circuit, the oil/air mixture is pumped from

each engine sump by a dedicated pump, and passes
through separate scavenge screens, installed on plugs.
Between the forward sump and AGB screens and their

respective scavenge pumps, there is a connection with a
pressure relief valve to allow the oil supply flow to enter
the scavenge circuit, in case of overpressure.
The scavenge pumps downstream oil flows to a common

outlet, and then to the Master Chip Detector (MCD).
Internal lube unit lubrication is through a built-in system

using engine oil from the supply circuit.
EFFECTIVITY
TOC
EFG
��

��
��
��
��
��
��
��
��
��
��
��
CTC-201-191-02
��
EFFECTIVITY
TOC
EFG
LUBRICATION UNIT
Scavenge screen plugs.
The scavenge screen plugs have threaded inserts for the

installation of magnetic bars which serve as metal chip
detectors during troubleshooting.
These magnetic bars enable maintenance staff to identify

a particular scavenge circuit that may have particles in
suspension in the oil.
Note: The magnetic bars can only be used with the A/C
on ground and must be removed after troubleshooting.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
CTC-201-288-00
��
EFFECTIVITY
TOC
EFG
LUBRICATION UNIT
Pump design principle.
The five pumps are positive displacement pumps,

powered by a single shaft.
Their design consists of two rotor gears rotating in an

eccentric ring.
The outer gear (driven gear) has one tooth more than
the inner gear (driver gear). The gears rotate in the same
direction, but with different angular speeds.
The volume corresponding to the missing tooth is,

therefore, displaced from the inlet to the outlet.
Since the two gears rotational axes are offset, the area
between two teeth profiles increases up to a maximum
volume during half a turn.
During this first half cycle, the increased volume creates a

vacuum and pumps in the oil from the inlet orifice.
During the second half cycle, the volume decreases

between the teeth, causing the oil to be discharged
through the outlet port.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
CTC-201-192-00
��
EFFECTIVITY
TOC
EFG
LUBRICATION UNIT
Lube unit internal lubrication.
Internally, the lube unit is lubricated with supply pump

outlet oil, which flows within the drive shaft of the unit.
The oil flow lubricates the external splines of the shaft aft
end, via two calibrated holes, and then circulates towards
the AGB.
The AGB mounting pad has no carbon seal.
The lube unit has an O-ring for sealing purposes.
EFFECTIVITY
TOC
EFG
��
��
��

��
��
��
CTC-201-194-02
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
MASTER CHIP DETECTOR
EFFECTIVITY
TOC
EFG
The Master Chip Detector (MCD) collects magnetic

particles suspended in the oil that flows from the common
outlet of the four scavenge pumps.
It is installed on the lubrication unit and is connected to

an oil contamination pop-out indicator, through the DPM
wiring harness.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
CTC-201-195-01
EFFECTIVITY
TOC
EFG
The MCD collects magnetic particles in the oil circuit by

means of two magnets on a probe immersed in the oil
flow.
The probe is locked in position through a bayonet system.
When a sufficient amount of particles are caught, the gap

between the 2 magnets is bridged and the resistance
between them drops. this electrical signal is then sent to
the contamination pop-out indicator.
The MCD assembly consists of:
- A housing which has two flanges for attachment.
- A check valve, built in the housing, that prevents

oil spillage when the probe is removed and also
provides a passage for the oil flow, in case of chip
detector disengagement.
- A hand removable probe, which has a back-up seal,

an O-ring seal, and two magnets.
- A two-wire, shielded electrical cable and an interface

connector.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-196-01
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
MAGNETIC CONTAMINATION INDICATOR
EFFECTIVITY
TOC
EFG
The indicator works in conjunction with the MCD and

its purpose is to provide maintenance personnel with a
visual indication of magnetic chip contamination in the oil
circuit.
The indicator is a pop-out device, located on the left hand

side (ALF) of the downstream fan case, just above the
oil tank.
It has 2 electrical connectors:
- One for the wiring harness connected to the MCD.
- One for the harness connecting the indicator to the

EIU.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
CTC-201-198-02
��
EFFECTIVITY
TOC
EFG
The magnetic particles contamination indicator consists

of:
- A mechanical pop-out button indicator.
- A solenoid.
- Electronic circuitry.
Whenever magnetic contamination in the oil occurs,

the electronic circuit in the indicator detects a drop in
resistance between the two magnets on the MCD probe.
The electronic circuit then energizes a solenoid which

triggers a red pop-out button, giving a visual indication of
oil contamination.
After maintenance action, the pop-out button must be

manually reset.
EFFECTIVITY
TOC
EFG
��
��
��
��
�
� �
��
��
�
� �
��
��
��
��
��
CTC-201-199-01
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
OIL INDICATING COMPONENTS
EFFECTIVITY
TOC
EFG
OIL INDICATING COMPONENTS
The purpose of the indicating components is to provide oil

system parameters information to the aircraft systems, for
cockpit indication and, if necessary, warning.
The system includes mainly:
- An oil quantity transmitter.
- An oil temperature sensor.
- An oil pressure transmitter.
- An oil low pressure switch.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
CTC-201-203-01
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
OIL QUANTITY TRANSMITTER
EFFECTIVITY
TOC
EFG
OIL QUANTITY TRANSMITTER
The oil quantity transmitter provides indication of the oil

level to the cockpit, for oil system monitoring.
The transmitter is installed on the top of the engine oil

tank and has an electrical connection to the aircraft EIU.
The lower section of the oil quantity transmitter is

enclosed in the tank. Within this section is a device
which transforms the oil level into a proportional electrical
signal.
EFFECTIVITY
TOC
EFG
��
��
��
CTC-201-205-01
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
OIL TEMPERATURE SENSOR
EFFECTIVITY
TOC
EFG
The oil temperature sensor transmits the engine oil The oil temperature sensor consists of a dual probe body
temperature to the aircraft indicating system and is immersed in the lube unit oil flow.
installed on the engine lubrication unit.
Each probe features a platinum sensing element
A sensing probe transforms the oil temperature into an (thermistor), electrically insulated from ground.
electrical signal, routed through a connector. When the engine oil temperature changes, the probes
resistance changes.
This connection links the probe to the aircraft indicating
system and the cockpit, where the information is The oil temperature sensor has:
displayed.
- A flange, designed for one-way installation.
In case of a problem with this oil temperature sensor,
the A/C system is able to use information from the TEO - A straight connector, providing the electrical interface
sensor as a backup signal. The opposite is not possible. between the sensor and the A/C, through an
electrical harness.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
CTC-201-207-01
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
OIL PRESSURE TRANSMITTER AND OIL LOW PRESSURE SWITCH
EFFECTIVITY
TOC
EFG
OIL PRESSURE TRANSMITTER AND OIL LOW

PRESSURE SWITCH
The oil pressure transmitter and oil low pressure switch

transmit information to the aircraft systems for cockpit
indication and oil system monitoring.
They are installed on the left handside of the engine fan

case, above the oil tank, at about the 9 o’clock position.
They have 2 connecting tubes and 2 electrical

connections:
- One tube to the forward sump oil supply line.
- One tube to the vent circuit, through the oil tank.
- One connection to the aircraft indicating systems.
- One connection to the Flight Warning Computer

(FWC).
EFFECTIVITY
TOC
EFG
OIL PRESSURE
TRANSMITTER
OIL LOW PRESSURE

SWITCH
CTC-201-210-01
OIL PRESSURE TRANSMITTER AND LOW PRESSURE SWITCH
EFFECTIVITY
TOC
EFG
OIL PRESSURE TRANSMITTER AND OIL LOW

PRESSURE SWITCH
An oil pressure signal, from the forward sump supply line,

is applied on one side of the transmitter, and vent circuit
pressure from the oil tank is applied on the other side.
This differential pressure, applied to a transducer, is

transformed into a proportional electrical signal.
The electrical information is then sent to the aircraft

indicating system which transforms and transmits the
signal for final indication in the cockpit.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
�
� ��
�
��
��
��
��
��
CTC-201-211-01
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
POWER PLANT DRAINS
EFFECTIVITY
TOC
EFG
POWER PLANT DRAINS
Lines are provided on the engine to collect waste

fluids and vapours that come from engine systems and
accessories and drain them overboard.
The system consists of a drain collector assembly (not

shown), a drain module and a drain mast.
EFFECTIVITY
TOC
EFG
��
��
��
CTC-201-270-00
��
EFFECTIVITY
TOC
EFG
POWER PLANT DRAINS
Drain collector assembly.
The drain collector assembly is attached to the aft side of

the engine gearbox.
It is composed of 4 drain collectors with manual drain

valves and 2 holding tanks.
The drain collectors enable leakages to be collected

separately from 4 seals:
- Fuel pump.
- IDG.
- Starter.
- Hydraulic pump.
Each collector is identified with the accessory seal pad to

which it is connected.
The manual drain valves are installed at the bottom of

each collector, enabling the source of leakages to be
found during troubleshooting.
The collector retains fluids until it is full, then the overflow

goes to 2 tanks, called the fuel/oil holding tank and the
oil/hydraulic holding tank. The first receives the fuel pump
overflow and the second receives the IDG, starter and
hydraulic pump overflows.
EFFECTIVITY
TOC
EFG
��
�
��
�
�
��
��
��
��
�
��
��
��
��
CTC-201-271-00
��
EFFECTIVITY
TOC
EFG
POWER PLANT DRAINS
Drain module.
The drain module is directly attached to the aft side of the

engine gearbox and supports the drain mast.
It receives the overflow from the drain collector assembly.

A valve pressurizes the holding tanks and enables fluid to
be discharged overboard through the drain mast.
It also receives fluids that are discharged directly

overboard through the drain mast:
- The oil tank scupper.

- The forward sump.
- The fan case.
- The oil/fuel heat exchanger.
- The VBV.
- The VSV.
- The turbine clearance control.
- The aft sump.
- The 6 o’clock fire shield.
- FRV.
EFFECTIVITY
TOC
EFG
��
��
��
�
��
��
��
��
��
��
CTC-201-272-00
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
THRUST REVERSER
EFFECTIVITY
TOC
EFG
THRUST REVERSER
The Thrust Reverser (T/R) system provides additional

aerodynamic breaking during aircraft landing.
It can only be operated on ground, with the engines at

idle speed and the throttle lever in the reverse position.
The fan thrust reverser is part of the exhaust system and

is located just downstream of the fan frame. It consists of
blocker doors opening on cockpit order.
In direct thrust configuration, during flight, the cowlings

mask the blocker doors, thus providing fan flow ducting.
In reverse thrust configuration, after landing, the blocker

doors are deployed in order to obstruct the fan duct. The
fan flow is then rejected laterally with a forward velocity.
EFFECTIVITY
TOC
EFG
��
��
CTC-201-289-00
��
EFFECTIVITY
TOC
EFG
THRUST REVERSER
Thrust reverser position.
The blocker doors are monitored in the open or closed

positions by a series of deploy and stow switches.
These switches provide the ECU with T/R door

positioning:
Stow switches.
TRS1
All switches open = 4 doors unstowed.
One switch closed = at least one door stowed.
TRS2
All switches open = 4 doors stowed.
One switch closed = at least one door unstowed.
Deploy switches.
Any switch open = at least one door not deployed.

All switches closed = all doors deployed.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
� �
� � �
��
��
�
��
�
��
��
��
CTC-201-233-01
��
EFFECTIVITY
TOC
EFG
THRUST REVERSER
The T/R system is fully controlled by the ECU, and

consists of:
- The cockpit throttle assembly.
- The Engine Interface Unit (EIU) which supplies both

channels of the ECU with 28 VDC for the T/R
solenoid valves, and with the Weight On Wheel
(WOW) aircraft parameter.
- The Air Data and Inertial Reference Unit (ADIRU),

which provides Mach number to the ECU.
- The Hydraulic system, including the Thrust Reverser

Shut-Off Valve (TRSOV) and the Hydraulic Control
Unit (HCU).
- The C-ducts and blocker doors with their related

actuators and deploy and stow switches.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
CTC-201-232-01
��
EFFECTIVITY
TOC
EFG
INDICATING SYSTEM
Thrust reverser.
When the thrust reverser is selected, indication is

available for the crew on the upper ECAM system.
In deploy mode:
- A box with REV appears when reverse is selected.

This box is displayed in the N1 dial indication.
- The REV indication is displayed in amber colour

when the throttle is in the reverse range and the
blocker doors are not 95% deployed.
- The REV indication is displayed in green colour when

the doors are fully deployed.
In stow mode:
- The REV indication is still displayed during the stow

operation.
- The REV indication is displayed in amber colour

when the doors are restowed.
EFFECTIVITY
TOC
EFG
� ��
��
��
� ��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
EFFECTIVITY
TOC
EFG
THRUST REVERSER
Thrust reverser logic.
Based upon the T/R status, the ECU will apply full reverse
thrust only if:
- The four doors are detected open.

- The engine is running.
- The aircraft is on ground.
In transient, idle speed is selected.
The ECU receives signals from aircraft and engine

systems, such as the TRA position, flight/ground status
and position of the stow and deploy switches. Depending
on these inputs, the T/R logic within ECU will either:
- Inhibit the thrust reverser, or.

- Allow forward thrust, or.
- Allow reverse thrust.
A test is available through the MCDU menus, to

check some T/R components. To perform this test, the
conditions are:
- Aircraft on ground.
- Engine not running.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
CTC-201-234-01
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC
EFG
VIBRATION SENSING
EFFECTIVITY
TOC
EFG
VIBRATION SENSING
Sensing system introduction.
The engine vibration sensing system enables the crew to

monitor engine vibration on the ECAM system, and also
provides maintenance staff with the following:
- Vibration indication.
- Excess vibration (above advisory levels).
- Storage of balancing data.
- Bite and MCDU communication with other A/C

systems.
- Accelerometer selection.
- Frequency analysis for component vibration search
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
CTC-201-243-01
��
EFFECTIVITY
TOC
EFG
VIBRATION SENSING
Engine/aircraft vibration systems.
The engine/aircraft vibration sensing system is made up

of the following devices:
- The engine sensors.

- The Engine Vibration Monitoring Unit (EVMU), which
interfaces with engine and aircraft systems.
Vibration information is provided to the following:
- The ECAM system, for real time monitoring.

- The CFDS (Centralized Fault Display System).
- The AIDS (Aircraft Integrated Data System).
The CFDS system is used to:
- Recall and print previous leg events.

- Initiate tests.
- Reconfigure engine sensors.
The AIDS system is used to perform:
- Troubleshooting.
- Condition monitoring.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
� � � � �
��
� � � � �
� �
� � � � �
��
� � �
��
��
� � � � �
� � �
� � ��
��
��
��
� ��
��
��
��
��
CTC-201-244-01
��
EFFECTIVITY
TOC
EFG
VIBRATION SENSING
Engine Vibration sensing components.
The vibration sensing components installed on the engine

consist of:
- The #1 bearing vibration sensor.
- The Turbine Rear Frame (TRF) vibration sensor.
The vibration information produced by these two

accelerometers is only provided to the EVMU.
EFFECTIVITY
TOC
EFG
��
CTC-201-245-01
ENGINE VIBRATION SYSTEM
EFFECTIVITY
TOC
EFG
VIBRATION SENSING
EVMU description.
The EVMU, which is located in the aircraft electronic

bay, receives analog signals from the engine (speed and
vibration), and communicates with the other computers
(CFDS, AIDS) through ARINC 429 data busses.
The EVMU performs the following tasks:
- Rotor vibration extraction from the overall vibration

signals received.
- Vibration sensor configuration, through CFDS menu.
The #1 bearing vibration sensor is the default
sensor.
- Computing of position and amplitude of the
unbalanced signal.
- Communication with the CFDS (CFDIU) in normal
and maintenance mode.
- Communication with the AIDS (DMU) for vibration
monitoring.
- Fan trim balance calculations for the positions and
weights of balancing screws to be installed on the
engine rear spinner cone (latest EVMU’s only).
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
� � ��
��
��
��
��
��
� � � � � � � �
� � � � � � � �
��
��
��
� � � � � � � � � � �
� � � � � � � � � � � �
��
��
��
� �
��
��
��
��
� �
��
��
��
��
��
��
��
��
CTC-201-247-01
��
EFFECTIVITY
TOC
EFG
VIBRATION SENSING
EVMU operation.
The normal mode of operation allows the system to:
- Display the vibration information on the ECAM.
- Provide fault information when advisory levels are

reached, or exceeded.
- Provide flight recordings.
Vibration recordings are made at five different engine

speeds to provide information for fan trim balance
procedures and frequency analysis.
They are also transmitted to the AIDS system to be

included in the printing of all the reports, such as cruise,
or take-off.
EFFECTIVITY
TOC
EFG
��
��
��
��
��
��
��
��
��
CTC-201-248-02
��
EFFECTIVITY
TOC
EFG
EFFECTIVITY
TOC

Cfm56 5b Engine Systems

Uploaded by

Copyright:

Available Formats

Cfm56 5b Engine Systems

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Cfm56 5b Engine Systems

Uploaded by

Copyright:

Available Formats

TRAINING MANUAL

CFMI Customer Training Center CFMI Customer Training Services

THIS PAGE INTENTIONALLY LEFT BLANK

COPYRIGHT 1998 CFM INTERNATIONAL

THIS PAGE INTENTIONALLY LEFT BLANK

Chapter Section Page

Starting & ignition

Power management & fuel control 1 to 14

Chapter Section Page

Chapter Section Page

A ATC AUTOTHROTTLE COMPUTER

EFH ENGINE FLIGHT HOURS FCU FLIGHT CONTROL UNIT

FRV FUEL RETURN VALVE HPTC HIGH PRESSURE TURBINE CLEARANCE

Kph KILOGRAMS PER HOUR MCT MAXIMUM CONTINUOUS

NAC NACELLE PS13 FAN OUTLET STATIC AIR PRESSURE

RPM REVOLUTIONS PER MINUTE SMM STATUS MATRIX

TBC THERMAL BARRIER COATING TSN TIME SINCE NEW (HOURS)

IMPERIAL / METRIC CONVERSIONS METRIC / IMPERIAL CONVERSIONS

1 mile = 1,609 km 1 km = 0.621 mile

1 sq.in. = 6,4516 cm² 1 m² = 10.76 sq. ft.

1 USG = 3,785 l (dm³) 1 m³ = 35.31 cu. ft.

1 lb. = 0.454 kg 1 kg = 2.205 lbs

1 psi. = 6.890 kPa 1 Pa = 1.45 10-4 psi.

FADEC SYSTEM INTRODUCTION

FADEC SYSTEM INTRODUCTION

The CFM56-5B operates through a system known as

It takes complete control of engine systems in response

- It performs fuel control and provides limit protections

FADEC SYSTEM INTRODUCTION

The FADEC system consists of :

- An Engine Control Unit (ECU) containing two

- A Hydro-Mechanical Unit (HMU), which converts

- Peripheral components such as valves, actuators

�� ����� ����� ��� �� ���� ��� �� ��

��� �������������� ��� ��� ���

FADEC SYSTEM INTRODUCTION

To perform all its tasks, the FADEC system communicates

The ECU receives operational commands from the

- Air data parameters (altitude, total air temperature,

- The position of the Thrust Lever Angle (TLA).

The ECU also interfaces with other aircraft systems,

������� ������� ���� ����

FADEC SYSTEM INTRODUCTION

FADEC design. Channel selection and fault strategy:

FADEC SYSTEM INTRODUCTION

Closed loop control operation.

In order to properly control the various engine systems,

The ECU calculates a position for a system component :

The ECU then compares the Command with the actual

The ECU, through the HMU, sends a signal to a

With the movement of the system valve or actuator, the

The process is repeated until there is no longer a position

The result completes the loop and enables the ECU to

����������� ������� ������ ��� ��������

THIS PAGE INTENTIONALLY LEFT BLANK

ELECTRONIC CONTROL UNIT

ELECTRONIC CONTROL UNIT

The ECU is a dual channel computer housed in an

Four mounting bolts, with shock absorbers, provide

Two metal straps ensure ground connection.

��

��

��

��

��

��

��