CTC 235 Nacelle

TRAINING MANUAL
CFM56-5a/-5b
nacelle
May 2007

TOC
CTC-235 Level 3
CFM56-ALL
TRAINING MANUAL
Published by CFMI
CFMI Customer Training Center

Snecma Services
Site de Melun-Montereau,
Arodrome de Villaroche
Chemin de Viercy, B.P. 1936,
77019 - Melun Cedex
FRANCE
CFMI Customer Training Services

GE Aircraft Engines
Customer Technical Education Center
123 Merchant Street
Mail Drop Y2
Cincinnati, Ohio 45246
USA
general
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CFM56-ALL
TRAINING MANUAL
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TRAINING MANUAL
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
general
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CFM56-ALL
TRAINING MANUAL
general
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Issue 01
CFM56-ALL
TRAINING MANUAL
lexis
EFFECTIVITY
ALL CFM56 ENGINES
TOC
CFMI Proprietary Information
LEXIS
Page
Issue 02
CFM56-ALL
A
A/C AIRCRAFT
AC ALTERNATING CURRENT
ACARS AIRCRAFT COMMUNICATION
ADRESSING and REPORTING SYSTEM
ACAU AIR CONDITIONING ACCESSORY UNIT
ACMS AIRCRAFT CONDITION MONITORING SYSTEM
ACS AIRCRAFT CONTROL SYSTEM
ADC AIR DATA COMPUTER
ADEPT AIRLINE DATA ENGINE PERFORMANCE
TREND
ADIRS AIR DATA AND INERTIAL REFERENCE
SYSTEM
ADIRU AIR DATA AND INERTIAL REFERENCE
UNIT
AGB ACCESSORY GEARBOX
AIDS AIRCRAFT INTEGRATED DATA SYSTEM
ALF AFT LOOKING FORWARD
ALT ALTITUDE
ALTN ALTERNATE
AMB AMBIENT
AMM AIRCRAFT MAINTENANCE MANUAL
AOG AIRCRAFT ON GROUND
A/P AIRPLANE
APU AUXILIARY POWER UNIT
ARINC AERONAUTICAL RADIO, INC.
(SPECIFICATION)
ASM AUTOTHROTTLE SERVO MECHANISM
A/T AUTOTHROTTLE
ATA AIR TRANSPORT ASSOCIATION
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
ATC AUTOTHROTTLE COMPUTER
ATHR AUTO THRUST
ATO ABORTED TAKE OFF
AVM AIRCRAFT VIBRATION MONITORING
B
BITE BUILT IN TEST EQUIPMENT
BMC BLEED MANAGEMENT COMPUTER
BPRV BLEED PRESSURE REGULATING VALVE
BSI BORESCOPE INSPECTION
BSV BURNER STAGING VALVE (SAC)
BSV BURNER SELECTION VALVE (DAC)
BVCS BLEED VALVE CONTROL SOLENOID
C
C
CELSIUS or CENTIGRADE
CAS CALIBRATED AIR SPEED
CBP (HP) COMPRESSOR BLEED PRESSURE
CCDL CROSS CHANNEL DATA LINK
CCFG COMPACT CONSTANT FREQUENCY
GENERATOR
CCU COMPUTER CONTROL UNIT
CCW COUNTER CLOCKWISE
CDP (HP) COMPRESSOR DISCHARGE PRESSURE
CDS COMMON DISPLAY SYSTEM
CDU CONTROL DISPLAY UNIT
CFDIU
CENTRALIZED FAULT DISPLAY
INTERFACE UNIT
CFDS CENTRALIZED FAULT DISPLAY SYSTEM
CFMI JOINT GE/SNECMA COMPANY (CFM
LEXIS
Page
Issue 02
CFM56-ALL
INTERNATIONAL)
CG CENTER OF GRAVITY
Ch A channel A
Ch B channel B
CHATV
CHANNEL ACTIVE
CIP(HP)
COMPRESSOR INLET PRESSURE
CIT(HP)
COMPRESSOR INLET TEMPERATURE
cm.g CENTIMETER X GRAMS
CMC CENTRALIZED MAINTENANCE COMPUTER
CMM COMPONENT MAINTENANCE MANUAL
CMS CENTRALIZED MAINTENANCE SYSTEM
CMS CENTRAL MAINTENANCE SYSTEM
CODEP
HIGH TEMPERATURE COATING
CONT CONTINUOUS
CPU CENTRAL PROCESSING UNIT
CRT CATHODE RAY TUBE
CSD CONSTANT SPEED DRIVE
CSI CYCLES SINCE INSTALLATION
CSN CYCLES SINCE NEW
CTAI COWL THERMAL ANTI-ICING
CTEC CUSTOMER TECHNICAL EDUCATION CENTER
CTL CONTROL
Cu.Ni.In
COPPER.NICKEL.INDIUM
CW CLOCKWISE
D
DAC DOUBLE ANNULAR COMBUSTOR
DAMV DOUBLE ANNULAR MODULATED VALVE
DAR DIGITAL ACMS RECORDER
DC DIRECT CURRENT
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
DCU DATA CONVERSION UNIT
DCV DIRECTIONAL CONTROL VALVE BOEING
DEU DISPLAY ELECTRONIC UNIT
DFCS DIGITAL FLIGHT CONTROL SYSTEM
DFDAU
DIGITAL FLIGHT DATA ACQUISITION
UNIT
DFDRS
DIGITAL FLIGHT DATA RECORDING
SYSTEM
DISC DISCRETE
DIU DIGITAL INTERFACE UNIT
DMC DISPLAY MANAGEMENT COMPUTER
DMD DEMAND
DMS DEBRIS MONITORING SYSTEM
DMU DATA MANAGEMENT UNIT
DOD DOMESTIC OBJECT DAMAGE
DPU DIGITAL PROCESSING MODULE
DRT DE-RATED TAKE-OFF
E
EAU ENGINE ACCESSORY UNIT
EBU ENGINE BUILDUP UNIT
ECA ELECTRICAL CHASSIS ASSEMBLY
ECAM ELECTRONIC CENTRALIZED AIRCRAFT
MONITORING
ECS ENVIRONMENTAL CONTROL SYSTEM
ECU ELECTRONIC CONTROL UNIT
EE ELECTRONIC EQUIPMENT
EEC ELECTRONIC ENGINE CONTROL
EFH ENGINE FLIGHT HOURS
EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM
LEXIS
Page
Issue 02
CFM56-ALL
EGT EXHAUST GAS TEMPERATURE

EHSV ELECTRO-HYDRAULIC SERVO VALVE
EICAS ENGINE INDICATING AND CREW
ALERTING SYSTEM
EIS ELECTRONIC INSTRUMENT SYSTEM
EIU ENGINE INTERFACE UNIT
EIVMU ENGINE INTERFACE AND VIBRATION
MONITORING UNIT
EMF ELECTROMOTIVE FORCE
EMI ELECTRO MAGNETIC INTERFERENCE
EMU ENGINE MAINTENANCE UNIT
EPROM ERASABLE PROGRAMMABLE READ
ONLY MEMORY
(E)EPROM (ELECTRICALLY) ERASABLE
PROGRAMMABLE READ ONLY MEMORY
ESN ENGINE SERIAL NUMBER
ETOPS EXTENDED TWIN OPERATION SYSTEMS
EWD/SD ENGINE WARNING DISPLAY / SYSTEM
DISPLAY
F
F
FARENHEIT
FAA FEDERAL AVIATION AGENCY
FADEC
FULL AUTHORITY DIGITAL ENGINE
CONTROL
FAR FUEL/AIR RATIO
FCC FLIGHT CONTROL COMPUTER
FCU FLIGHT CONTROL UNIT
FDAMS
FLIGHT DATA ACQUISITION &
MANAGEMENT SYSTEM
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
FDIU FLIGHT DATA INTERFACE UNIT
FDRS FLIGHT DATA RECORDING SYSTEM
FDU FIRE DETECTION UNIT
FEIM FIELD ENGINEERING INVESTIGATION MEMO
FF
FUEL FLOW (see Wf) -7B
FFCCV
FAN FRAME/COMPRESSOR CASE
VERTICAL (VIBRATION SENSOR)
FI
FLIGHT IDLE (F/I)
FIM FAULT ISOLATION MANUAL
FIN FUNCTIONAL ITEM NUMBER
FIT FAN INLET TEMPERATURE
FLA FORWARD LOOKING AFT
FLX TO
FLEXIBLE TAKE-OFF
FMC FLIGHT MANAGEMENT COMPUTER
FMCS FLIGHT MANAGEMENT COMPUTER SYSTEM
FMGC FLIGHT MANAGEMENT AND GUIDANCE
COMPUTER
FMGEC
FLIGHT MANAGEMENT AND GUIDANCE
ENVELOPE COMPUTER
FMS FLIGHT MANAGEMENT SYSTEM
FMV FUEL METERING VALVE
FOD FOREIGN OBJECT DAMAGE
FPA FRONT PANEL ASSEMBLY
FPI FLUORESCENT PENETRANT INSPECTION
FQIS FUEL QUANTITY INDICATING SYSTEM
FRV FUEL RETURN VALVE
FWC FAULT WARNING COMPUTER
FWD FORWARD
G
LEXIS
Page
Issue 02
CFM56-ALL
g.in GRAM X INCHES

GE GENERAL ELECTRIC
GEAE GENERAL ELECTRIC AIRCRAFT ENGINES
GEM GROUND-BASED ENGINE MONITORING
GI GROUND IDLE (G/I)
GMM GROUND MAINTENANCE MODE
GMT GREENWICH MEAN TIME
GND GROUND
GPH GALLON PER HOUR
GPU GROUND POWER UNIT
GSE GROUND SUPPORT EQUIPMENT
H
HCF HIGH CYCLE FATIGUE
HCU HYDRAULIC CONTROL UNIT
HDS HORIZONTAL DRIVE SHAFT
HMU HYDROMECHANICAL UNIT
HP HIGH PRESSURE
HPC HIGH PRESSURE COMPRESSOR
HPCR HIGH PRESSURE COMPRESSOR ROTOR
HPRV HIGH PRESSURE REGULATING VALVE
HPSOV
HIGH PRESSURE SHUT-OFF VALVE
HPT HIGH PRESSURE TURBINE
HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE)
CLEARANCE CONTROL
HPTC HIGH PRESSURE TURBINE CLEARANCE
HPTCCV
HIGH PRESSURE TURBINE CLEARANCE
CONTROL VALVE
HPTN HIGH PRESSURE TURBINE NOZZLE
HPTR HIGH PRESSURE TURBINE ROTOR
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
Hz HERTZ (CYCLES PER SECOND)
I
I/O INPUT/OUTPUT
IAS INDICATED AIR SPEED
ID
INSIDE DIAMETER
ID PLUG
IDENTIFICATION PLUG
IDG INTEGRATED DRIVE GENERATOR
IFSD IN FLIGHT SHUT DOWN
IGB INLET GEARBOX
IGN IGNITION
IGV INLET GUIDE VANE
in.
INCH
IOM INPUT OUTPUT MODULE
IPB ILLUSTRATED PARTS BREAKDOWN
IPC ILLUSTRATED PARTS CATALOG
IPCV INTERMEDIATE PRESSURE CHECK VALVE
IPS INCHES PER SECOND
IR INFRA RED
K
K
KELVIN
k
X 1000
KIAS INDICATED AIR SPEED IN KNOTS
kV
KILOVOLTS
Kph KILOGRAMS PER HOUR
L
L LEFT
L/H LEFT HAND
LEXIS
Page
Issue 02
CFM56-ALL
lbs. POUNDS, WEIGHT

LCD LIQUID CRYSTAL DISPLAY
LCF LOW CYCLE FATIGUE
LE (L/E) LEADING EDGE
LGCIU LANDING GEAR CONTROL INTERFACE
UNIT
LP LOW PRESSURE
LPC LOW PRESSURE COMPRESSOR
LPT LOW PRESSURE TURBINE
LPT(A)CC LOW PRESSURE TURBINE (ACTIVE)
CLEARANCE CONTROL
LPTC LOW PRESSURE TURBINE CLEARANCE
LPTN LOW PRESSURE TURBINE NOZZLE
LPTR LOW PRESSURE TURBINE ROTOR
LRU LINE REPLACEABLE UNIT
LVDT LINEAR VARIABLE DIFFERENTIAL
TRANSFORMER
M
mA MILLIAMPERES (CURRENT)
MCD MAGNETIC CHIP DETECTOR
MCDU
MULTIPURPOSE CONTROL AND
DISPLAY UNIT
MCL MAXIMUM CLIMB
MCR MAXIMUM CRUISE
MCT MAXIMUM CONTINUOUS
MDDU
MULTIPURPOSE DISK DRIVE UNIT
MEC MAIN ENGINE CONTROL
milsD.A.
Mils DOUBLE AMPLITUDE
mm. MILLIMETERS
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
MMEL MAIN MINIMUM EQUIPMENT LIST
MO AIRCRAFT SPEED MACH NUMBER
MPA MAXIMUM POWER ASSURANCE
MPH MILES PER HOUR
MTBF MEAN TIME BETWEEN FAILURES
MTBR MEAN TIME BETWEEN REMOVALS
mV MILLIVOLTS
Mvdc MILLIVOLTS DIRECT CURRENT
N
N1 (NL) LOW PRESSURE ROTOR ROTATIONAL
SPEED
N1* DESIRED N1
N1ACT ACTUAL N1
N1CMD
COMMANDED N1
N1DMD
DEMANDED N1
N1K CORRECTED FAN SPEED
N1TARGET TARGETED FAN SPEED
N2 (NH)
HIGH PRESSURE ROTOR ROTATIONAL
SPEED
N2* DESIRED N2
N2ACT ACTUAL N2
N2K CORRECTED CORE SPEED
N/C NORMALLY CLOSED
N/O NORMALLY OPEN
NAC NACELLE
NVM NON VOLATILE MEMORY
O
OAT OUTSIDE AIR TEMPERATURE
LEXIS
Page 10
Issue 02
CFM56-ALL
OD OUTLET DIAMETER
OGV OUTLET GUIDE VANE
OSG OVERSPEED GOVERNOR
OVBD OVERBOARD
OVHT OVERHEAT

P
Pb BYPASS PRESSURE
Pc REGULATED SERVO PRESSURE
Pcr CASE REGULATED PRESSURE
Pf HEATED SERVO PRESSURE
P/T25 HP COMPRESSOR INLET TOTAL AIR
PRESSURE/TEMPERATURE
P/N PART NUMBER
P0 AMBIENT STATIC PRESSURE
P25 HP COMPRESSOR INLET TOTAL AIR
TEMPERATURE
PCU PRESSURE CONVERTER UNIT
PLA POWER LEVER ANGLE
PMC POWER MANAGEMENT CONTROL
PMUX PROPULSION MULTIPLEXER
PPH POUNDS PER HOUR
PRSOV
PRESSURE REGULATING SERVO VALVE
Ps PUMP SUPPLY PRESSURE
PS12 FAN INLET STATIC AIR PRESSURE
PS13 FAN OUTLET STATIC AIR PRESSURE
PS3HP
COMPRESSOR DISCHARGE STATIC AIR
PRESSURE (CDP)
PSI POUNDS PER SQUARE INCH
PSIA POUNDS PER SQUARE INCH ABSOLUTE
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
PSID POUNDS PER SQUARE INCH DIFFERENTIAL
psig POUNDS PER SQUARE INCH GAGE
PSM POWER SUPPLY MODULE
PSS (ECU) PRESSURE SUB-SYSTEM
PSU POWER SUPPLY UNIT
PT TOTAL PRESSURE
PT2 FAN INLET TOTAL AIR PRESSURE (PRIMARY
FLOW)
PT25 HPC TOTAL INLET PRESSURE
Q
QAD QUICK ATTACH DETACH
QEC QUICK ENGINE CHANGE
QTY QUANTITY
QWR QUICK WINDMILL RELIGHT
R
R/H RIGHT HAND
RAC/SB ROTOR ACTIVE CLEARANCE/START
BLEED
RACC ROTOR ACTIVE CLEARANCE CONTROL
RAM RANDOM ACCESS MEMORY
RCC REMOTE CHARGE CONVERTER
RDS RADIAL DRIVE SHAFT
RPM REVOLUTIONS PER MINUTE
RTD RESISTIVE THERMAL DEVICE
RTO REFUSED TAKE OFF
RTV ROOM TEMPERATURE VULCANIZING
(MATERIAL)
RVDT ROTARY VARIABLE DIFFERENTIAL
LEXIS
Page 11
Issue 02
CFM56-ALL
TRANSFORMER
S
S/N SERIAL NUMBER
S/R SERVICE REQUEST
S/V SHOP VISIT
SAC SINGLE ANNULAR COMBUSTOR
SAR SMART ACMS RECORDER
SAV STARTER AIR VALVE
SB SERVICE BULLETIN
SCU SIGNAL CONDITIONING UNIT
SDAC SYSTEM DATA ACQUISITION CONCENTRATOR
SDI SOURCE/DESTINATION IDENTIFIER (BITS) (CF
ARINC SPEC)
SDU SOLENOID DRIVER UNIT
SER SERVICE EVALUATION REQUEST
SFC SPECIFIC FUEL CONSUMPTION
SFCC SLAT FLAP CONTROL COMPUTER
SG SPECIFIC GRAVITY
SLS SEA LEVEL STANDARD (CONDITIONS : 29.92
in.Hg / 59F)
SLSD SEA LEVEL STANDARD DAY (CONDITIONS :
29.92 in.Hg / 59F)
SMM STATUS MATRIX
SMP SOFTWARE MANAGEMENT PLAN
SN SERIAL NUMBER
SNECMA SOCIETE NATIONALE DETUDE ET DE
CONSTRUCTION DE MOTEURS DAVIATION
SOL SOLENOID
SOV SHUT-OFF VALVE
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
STP
SVR
SW
SYS
STANDARD TEMPERATURE AND PRESSURE

SHOP VISIT RATE
SWITCH BOEING
SYSTEM
T
T oil OIL TEMPERATURE
T/C THERMOCOUPLE
T/E TRAILING EDGE
T/O TAKE OFF
T/R THRUST REVERSER
T12 FAN INLET TOTAL AIR TEMPERATURE
T25 HP COMPRESSOR INLET AIR TEMPERATURE
T3 HP COMPRESSOR DISCHARGE AIR
TEMPERATURE
T49.5 EXHAUST GAS TEMPERATURE
T5 LOW PRESSURE TURBINE DISCHARGE TOTAL
AIR TEMPERATURE
TAI THERMAL ANTI ICE
TAT TOTAL AIR TEMPERATURE
TBC THERMAL BARRIER COATING
TBD TO BE DETERMINED
TBO TIME BETWEEN OVERHAUL
TBV TRANSIENT BLEED VALVE
TC(TCase) HP TURBINE CASE TEMPERATURE
TCC TURBINE CLEARANCE CONTROL
TCCV TURBINE CLEARANCE CONTROL VALVE
TCJ TEMPERATURE COLD JUNCTION
T/E TRAILING EDGE
TECU ELECTRONIC CONTROL UNIT INTERNAL
LEXIS
Page 12
Issue 02
CFM56-ALL
TEMPERATURE
TEO ENGINE OIL TEMPERATURE
TGB TRANSFER GEARBOX
Ti TITANIUM
TLA THROTTLE LEVER ANGLE AIRBUS
TLA THRUST LEVER ANGLE BOEING
TM TORQUE MOTOR
TMC TORQUE MOTOR CURRENT
T/O TAKE OFF
TO/GA
TAKE OFF/GO AROUND
T/P TEMPERATURE/PRESSURE SENSOR
TPU TRANSIENT PROTECTION UNIT
TR TRANSFORMER RECTIFIER
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)
TSN TIME SINCE NEW (HOURS)
TTL TRANSISTOR TRANSISTOR LOGIC
TRAINING MANUAL
VDT
VIB
VLV
VRT
VSV
VARIABLE DIFFERENTIAL TRANSFORMER

VIBRATION
VALVE
VARIABLE RESISTANCE TRANSDUCER
VARIABLE STATOR VANE
W
WDM WATCHDOG MONITOR
Wf
WEIGHT OF FUEL OR FUEL FLOW
WFM WEIGHT OF FUEL METERED
WOW WEIGHT ON WHEELS
WTAI WING THERMAL ANTI-ICING
U
UER UNSCHEDULED ENGINE REMOVAL
UTC UNIVERSAL TIME CONSTANT
V
VAC VOLTAGE, ALTERNATING CURRENT
VBV VARIABLE BLEED VALVE
VDC VOLTAGE, DIRECT CURRENT
EFFECTIVITY
ALL CFM56 ENGINES
TOC
LEXIS
Page 13
Issue 02
CFM56-ALL
IMPERIAL / METRIC CONVERSIONS
METRIC / IMPERIAL CONVERSIONS
1 mile = 1,609 km
1 ft = 30,48 cm
1 in. = 25,4 mm
1 mil. = 25,4
1 km = 0.621 mile
1 m = 3.281 ft. or 39.37 in.
1 cm = 0.3937 in.
1 mm = 39.37 mils.
1 sq.in.
= 6,4516 cm
1 m = 10.76 sq. ft.

1 cm = 0.155 sq.in.
1 USG
1 cu.in.
= 3,785 l (dm)
= 16.39 cm
1 m = 35.31 cu. ft.

1 dm = 0.264 USA gallon
1 cm = 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
= 1.8 x C + 32
EFFECTIVITY
ALL CFM56 ENGINES
TOC
TRAINING MANUAL
= ( F - 32 ) /1.8
LEXIS
Page 14
Issue 02
CFM56-5A/-5B
TRAINING MANUAL
TABLE OF CONTENTS
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-A321
TOC
contents
nacelle
Page 15
May 07
CFM56-5A/-5B
section
Page
TRAINING MANUAL
section
Page
lexis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
NACELLE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
POWERPLANT PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
inlet section
ENGINE MOUNTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
AIR INLET COWL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
fan cowl doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
thrust reverser cowl opening. . . . . . . . . . . . . . . . . . . . . . . . . . . 63
engine removal/installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
exhaust section
thrust reverser general. . . . . . . . . . . . . . . . . . . . . . . . . . . 85
thrust reverser mechanical structure . . . . . . . . . . . . 89
thrust reverser control system. . . . . . . . . . . . . . . . . . . 97
exhaust system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
nacelle systems
engine hydraulic system . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
engine bleed air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
drive generator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
engine fire protection and detection systems. . . . . 183
powerplant drains. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
EFFECTIVITY
contents
nacelle
Page 16
May 07
CFM56-5A/-5B
TRAINING MANUAL
NACELLE GENERAL
EFFECTIVITY
TOC
NACELLE
GENERAL
NACELLE
Page 17
May 07
CFM56-5A/5B
TRAINING MANUAL
NACELLE GENERAL
The cowls enclose the periphery of the engine so as to
form the engine nacelle, underneath the aircraft wings.
The nacelle is the aerodynamic structure around the
basic engine and has several purposes:
- To smooth the airflow around and into the engine,
in order to decrease drag and give better engine
performance.
- To prevent damage to the external surface of the
engine.
- To give extra strength to the engine structure.
- To make connections for air, fluids and electricity.
- To enable access to the engine, or direct access to
some engine equipment.
EFFECTIVITY
TOC
NACELLE
GENERAL
NACELLE
Page 18
May 07
CFM56-5A/-5B
AERODYNAMICS
RIGIDITY
ENGINE
PROTECTION
CONNECTIONS
ACCESS
NACEllE PURPOSES
CTC--00-0
EFFECTIVITY
TOC
TRAINING MANUAL
NACELLE
GENERAL
NACELLE
Page 19
May 07
CFM56-5A/5B
TRAINING MANUAL
NACELLE GENERAL
The nacelle is made up of different major sections along
the engine and includes:
- The air inlet cowl.
- The fan cowl doors.
- The thrust reverser.
- The exhaust system.
EFFECTIVITY
TOC
NACELLE
GENERAL
NACELLE
Page 20
May 07
CFM56-5A/-5B
AIR INlET
COWl
FAN
COWl
ThRUST
REVERSER
ExhAUST
SYSTEM
NACEllE SECTIONS
CTC--00-0
EFFECTIVITY
TOC
TRAINING MANUAL
NACELLE
GENERAL
NACELLE
Page 21
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
NACELLE
GENERAL
NACELLE
Page 22
May 07
CFM56-5A/-5B
TRAINING MANUAL
POWERPLANT PRESENTATION
EFFECTIVITY
TOC
powerplant
presentation
NACELLE
Page 23
May 07
CFM56-5A/5B
TRAINING MANUAL
POWERPLANT - ENGINE HAZARDS

Engine run-ups must be carried out in approved areas.
Ramp must be clean to prevent ingestion. Aircraft inner
tanks must contain 3000 kg of fuel.
Personnel must be aware of the dangerous areas.
CAUTION:
Perform a FOD walk in front of and around engine
ingestion area prior to engine start.
Hazards around an engine in operation are:
- Inlet suction.
- Exhaust heat.
- Exhaust velocity.
- Engine noise.
Inlet suction.
Engine inlet suction can pull people and large objects into
the engine. At idle power, the inlet hazard area is a 7.2 ft
(2.2 m) radius around the inlet. At take-off power, the inlet
hazard aera is a 21.7 ft (6.6 m) radius around the inlet.
WARNING:
If the wind is over 25 knots, increase the inlet hazard area
by 20 percent.
EFFECTIVITY
TOC
Exhaust heat.
The engine exhaust is very hot over long distances
behind the engine. This can cause damage to personnel
and equipment.
Exhaust velocity.
Exhaust velocity is very high over long distances behind
the engine. This can cause damage to personnel and
equipment.
Engine entry/exit corridor.
Engine entry corridors are between the inlet hazard areas
and the exhaust hazard areas. You can go near an engine
in operation only when:
- Engine is at minimum idle.
- Communication with ground personnel and flight
deck is mandatory.
- Operation with fan cowls open is allowed, the
maximum engine speed in this case is minimum
idle.
For additional safety, wear a safety harness when the
engine is in operation.
Carry out safety procedures while the engines are
running.
powerplant
presentation
NACELLE
Page 24
May 07
CFM56-5A/-5B
TRAINING MANUAL
SAFETY PRECAUTIONS
INlET hAZARD
AREA
- RUN-UP PARKING MUST BE APPROVED.

- PERFORM VISUAl INSPECTION BEFORE
ENGINE START.
- AIRCRAFT INNER TANKS MUST CONTAIN
3000 KG OF FUEl.
- ENSURE COMMUNICATION BETWEEN GROUND
PERSONNEl AND FlIGhT DECK.
21.7 FT (6.6 M)
7.2 FT (2.2 M)
INlET hAZARD AREA

ENTRY/ExIT
CORRIDOR AT
MINIMUM IDlE
ONlY
3.4 FT (1.0 M)
72 FT (22 M)
192 FT (59 M)
TO 199 FT (61 M)
45
hEAT AND ExhAUST

VElOCITY
hAZARD AREAS
ENTRY/ExIT
CORRIDOR
TO 1235 FT (376 M)
MINIMUM IDlE
TAKE-OFF ThRUST
POWERPlANT - ENGINE hAZARDS AREAS

powerplant
EFFECTIVITY
presentation
CTC--0-0
TOC
NACELLE
Page 25
May 07
CFM56-5A/5B
TRAINING MANUAL
POWERPLANT - engine hazards (continued)

Engine noise.
Engine noise can cause temporary and/or permanent
loss of hearing.
The following charts provide information about distance
to engine with ear protection.
NOTE:
The charts provide information about ear damage even
when wearing ear protection.
EFFECTIVITY
TOC
powerplant
presentation
NACELLE
Page 26
May 07
CFM56-5A/-5B
TRAINING MANUAL
lEGEND
NO EAR PROTECTION REQUIRED
EAR PROTECTION IS REQUIRED

WIThIN ThIS AREA
EAR PROTECTION REQUIRED

hAZARDOUS AREA WITh EAR
PROTECTION
600
TAKE OFF
500
400
300
200
100
0
3
120
100
15 30 60 150 300 600 1500 3000 MINUTES

ExPOSURE TIME/WEEK
MINIMUM IDlE
SEA lEVEl STATIC, ISA +10C, 70% RElATIVE hUMIDITY
80
60
40
20
0
3
x
6
15 30 60 150 300 600 1500 3000 MINUTES

ExPOSURE TIME/WEEK
CFM56-5B
CTC--00-0
TAKE OFF
500
400
300
200
100
0
3
x
6
120
100
15 30 60 150 300 600 1500 3000 MINUTES

ExPOSURE TIME/WEEK
MINIMUM IDlE
SEA lEVEl STATIC, ISA +10C, 70% RElATIVE hUMIDITY
80
60
40
20
0
3
x
6
15 30 60 150 300 600 1500 3000 MINUTES

ExPOSURE TIME/WEEK
CFM56-5A
POWERPlANT - ACOUSTICAl hAZARD AREAS
EFFECTIVITY
TOC
RADIAl DISTANCE FROM ENGINE IN METERS
RADIAl DISTANCE FROM ENGINE IN METERS
600
PROlONGED ExPOSURE EVEN

WITh EAR PROTECTION MAY CAUSE
DAMAGE WIThIN ThIS AREA
powerplant
presentation
NACELLE
Page 27
May 07
CFM56-5A/5B
TRAINING MANUAL
The engine is attached to the pylon by mounts, located
forward and aft of the core section.
Cowls enclose the periphery of the engine so as to form
the nacelle, which is aerodynamic structure around the
engine.
The cowling assembly consists of:
-The air inlet cowl.
-The fan cowls.
-The thrust reverser cowls.
-The primary exhaust (primary nozzle and
centerbody).
EFFECTIVITY
TOC
powerplant
presentation
NACELLE
Page 28
May 07
CFM56-5A/-5B
FWD
MOUNT
TRAINING MANUAL
WING
AFT MOUNT
PYlON
CENTERBODY
AFT
MOUNT
RIGhT
ThRUST REVERSER
C DUCT
RIGhT
FAN COWl
DOOR
ENGINE
BUIlT
UNIT
PRIMARY
NOZZlE
ThRUST
REVERSER
PIVOTING
DOORS
AIR INlET
COWl
FWD
MOUNT
POWERPlANT - PRESENTATION
CTC--00-0
EFFECTIVITY
TOC
lEFT
FAN COWl
DOOR
lEFT
ThRUST
REVERSER
C DUCT
powerplant
presentation
NACELLE
Page 29
May 07
CFM56-5A/5B
TRAINING MANUAL
For quick servicing, the nacelle cowling is equipped with
various access doors and holes.
(-5B):
Nacelle right side.
Also, various inlets and outlets allow cooling and venting

of the inlet and fan compartments.
The nacelle right side features the following items:

- An ECU ram air inlet.
- Thrust reverser actuators access doors.
- Deploy switches access door.
- A starter valve access door.
- An interphone jack.
- An anti-ice air discharge.
- A pressure relief door.
- An anti-ice and IDG access door.
(-5B):
Nacelle left side.
The nacelle left side features the following items:
- An access door for servicing of the oil tank and
inspection of the Master Chip detector (MCD)
electrical indicator.
- Thrust reverser actuators access doors.
- Deploy switches access door.
- Fan compartment lower and upper ventilation inlets.
EFFECTIVITY
TOC
powerplant
presentation
NACELLE
Page 30
May 07
CFM56-5A/-5B
TRAINING MANUAL
ACTUATOR CONNECTION
ACCESS PANEl (x4)
FAN COMPARTMENT
UPPER VENTIlATION
INlET
DEPlOY SWITCh
ACCESS DOOR (x2)
INTERPhONE
JACK
FAN COMPARTMENT
UPPER VENTIlATION
INlET
FAN COMPARTMENT
lOWER VENTIlATION
INlET
ECU COOlING
INlET
OIl TANK
ACCESS DOOR
ANTI-ICE
AIR DISChARGE
ANTI-ICE AND IDG
ACCESS DOOR
STARTER VAlVE
ACCESS DOOR
CTC--00-00
PRESSURE RElIEF
DOOR
NACEllE - EQUIPMENT ACCESS POINTS (CFM56-5B)
EFFECTIVITY
TOC
AIR OUTlET
powerplant
presentation
NACELLE
Page 31
May 07
CFM56-5A/5B
TRAINING MANUAL
(-5A):
Nacelle left side.
(-5A):
Nacelle right side.
The nacelle left side features the following items:

- An oil access door.
- A fan compartment cooling air inlet.
- A fan compartment air outlet.
- Actuator connection access panels.
- A deploy switch access door.
The nacelle right side features the following items:

- Actuator connection access panels.
- A deploy switch access door.
- A starter valve access door.
- A fan compartment air outlet.
- An interphone jack.
- An ECU cooling inlet.
- An anti-ice and ECU cooling outlet.
EFFECTIVITY
TOC
powerplant
presentation
NACELLE
Page 32
May 07
CFM56-5A/-5B
FAN COMPARTMENT
AIR OUTlET
TRAINING MANUAL
ACTUATOR CONNECTION
ACCESS PANEl (x4)
DEPlOY SWITCh
ACCESS DOOR (x2)
FAN COMPARTMENT
AIR OUTlET
COOlING AIR INlET
INTERPhONE
JACK
OIl TANK
ACCESS DOOR
ECU COOlING
INlET
ANTI-ICE AND ECU
COOlING OUTlET
STARTER VAlVE
ACCESS DOOR
CTC--00-0
NACEllE - EQUIPMENT ACCESS POINTS (CFM56-5A)
EFFECTIVITY
TOC
PRESSURE RElIEF
DOOR
powerplant
presentation
NACELLE
Page 33
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
powerplant
presentation
NACELLE
Page 34
May 07
CFM56-5A/-5B
TRAINING MANUAL
inlet section
EFFECTIVITY
TOC
inlet section
nacelle
Page 35
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
inlet section
nacelle
Page 36
May 07
CFM56-5A/-5B
TRAINING MANUAL
ENGINE MOUNTS
EFFECTIVITY
TOC
ENGINE
MOUNTS
NACELLE
Page 37
May 07
CFM56-5A/5B
TRAINING MANUAL
ENGINE MOUNTS
The engine is connected to the strut by two mounts:
- The forward mount.
- The aft mount.
Both mounts are designed to:
- Withstand all the loads acting upon the nacelle.
- Transmit these loads to the strut structure.
EFFECTIVITY
TOC
ENGINE
MOUNTS
NACELLE
Page 38
May 07
CFM56-5A/-5B
VIEW
TRAINING MANUAL
VIEW
FWD
FWD
FORWARD MOUNT
AFT MOUNT
ENGINE MOUNTS
CTC--0-0
EFFECTIVITY
TOC
ENGINE
MOUNTS
NACELLE
Page 39
May 07
CFM56-5A/5B
TRAINING MANUAL
ENGINE MOUNTS
Forward mount.
The forward mount carries the engine thrust, vertical and
lateral loads.
It is made up of the following:
- A two-piece support beam assembly.
- A one-piece crossbeam.
- Two thrust links.
It is attached to the engine fan frame with four bolts
and two brackets at 12 oclock, and to the pylon forward
structure by means of four tension bolts and two
alignment pins.
The bearing fitted on the support beam assembly, carries
lateral and vertical loads.
The assembly formed by the links, crossbeam and
bracket, carries thrust loads.
EFFECTIVITY
TOC
ENGINE
MOUNTS
NACELLE
Page 40
May 07
CFM56-5A/-5B
TRAINING MANUAL
VIEW
PYlON FWD PART
4 PYlON
FASTENING
hOlES
CROSSBEAM
ASSEMBlY
2-PIECE SUPPORT
BEAM ASSEMBlY
lINK
ASSEMBlY
AlIGNMENT
PIN
ENGINE
ATTACh
BRACKET
ENGINE FAN
FRAME
FWD
CFM56-5A
FWD
CFM56-5B
FORWARD MOUNT
CTC--00-0
EFFECTIVITY
TOC
ENGINE
MOUNTS
NACELLE
Page 41
May 07
CFM56-5A/5B
TRAINING MANUAL
ENGINE MOUNTS
Aft mount.
The aft mount connects the engine turbine frame to the
pylon aft part.
It is designed to restrain engine movements in all
directions, except forward and aft.
It is made up of the following:
- Three fail-safe links that provide attachment to the
engine casing lugs.
- A crossbeam with three lugs for attachment of the 3
links.
The crossbeam attaches to the pylon by means of four
tension bolts, and two alignment pins.
EFFECTIVITY
TOC
ENGINE
MOUNTS
NACELLE
Page 42
May 07
CFM56-5A/-5B
VIEW
TRAINING MANUAL
PYlON
AFT PART
BOlT hOlE
AlIGNMENT
PIN
CROSSBEAM
TURBINE REAR
FRAME
FWD
lINK
lUGS
AFT MOUNT
CTC--00-0
EFFECTIVITY
TOC
ENGINE
MOUNTS
NACELLE
Page 43
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
ENGINE
MOUNTS
NACELLE
Page 44
May 07
CFM56-5A/-5B
TRAINING MANUAL
AIR INLET COWL
EFFECTIVITY
TOC
AIR INLET
COWL
NACELLE
Page 45
May 07
CFM56-5A/5B
TRAINING MANUAL
AIR INLET COWL

The air inlet cowl provides a smooth airflow into the
engine during all aircraft operational sequences, and also
prevents ice formation at the front of the powerplant.
(-5B):
It is located at the forward section of the nacelle, and its
rear flange attaches to the engine fan case, by means of
alignment pins at 3 and 9 oclock, and bolts.
The air inlet cowl features:
- An ECU ram air inlet scoop, which provides cooling
air to the ECU.
- An interphone jack and electrical connector.
- An anti-ice inlet duct.
- An anti-ice air duct inside the nose lip, to prevent
ice formation.
- 6 pip pins 60 apart for fan inlet cowl cover.
- 4 hoist points for inlet cowl handling.
(ALL):
The inner skin of the air inlet cowl is lined with acoustical
panels.
Its rear face provides connections for the anti-ice duct,
the ECU cooling hose and interphone jack.
EFFECTIVITY
TOC
AIR INLET
COWL
NACELLE
Page 46
May 07
CFM56-5A/-5B
TRAINING MANUAL
PIP
PINS (x6)
INTERPhONE JACK
AND ElECTRICAl
CONNECTOR
NOSE
lIP
FWD
INNER BARREl
(WITh ACOUSTICAl PANElS)
FAN COMPARTMENT
UPPER VENTIlATION
INlET
hOIST
POINTS
FWD
BUlKhEAD
OUTER
BARREl
ANTI-ICE
ExIT DUCT
INlET COWl
ATTAChMENT
RING TO FAN
CASE
ANTI-ICE
DUCT
ECU
COOlING INlET
lIP
ASSEMBlY
ECU
COOlING
INlET
FWD
ANTI-ICE
INlET DUCT
ANTI-ICE DISChARGE
VENT/ACCESS PANEl
ANTI-ICE
ExIT DUCT
BlOWOUT
DOOR
AIR INlET COWl (CFM56-5B)
CTC--00-0
EFFECTIVITY
TOC
AlIGNMENT
PIN
AIR INLET
COWL
NACELLE
Page 47
May 07
CFM56-5A/5B
TRAINING MANUAL
AIR INLET COWL

(-5A):
It is located at the forward section of the nacelle, and its
rear flange attaches to the engine fan case, by means of
alignment fittings and bolts.
The air inlet cowl features:
- An ECU ram air inlet scoop and exhaust, provides
the ECU with air cooling.
- An interphone jack and electrical connector.
- An anti-ice inlet duct.
- An anti-ice air duct inside the nose lip, to prevent
ice formation.
- An anti-ice air discharge vent/access door.
- 6 pip pins 60 apart for fan inlet cowl cover.
- 4 hoist points for inlet cowl handling.
EFFECTIVITY
TOC
AIR INLET
COWL
NACELLE
Page 48
May 07
CFM56-5A/-5B
TRAINING MANUAL
OUTER
BARREl
PIP
PINS (x6)
INlET COWl
ATTAChMENT
RING TO FAN CASE
NOSE
lIP
AFT
BUlKhEAD
FWD
INNER BARREl
(WITh ACOUSTICAl
PANElS)
hOIST POINTS
FAN COWl
AlIGNMENT
FITTING
INlET COWl
ATTAChMENT
RING TO FAN CASE
FWD
BUlKhEAD
ECU COOlING
AIR INlET
ECU COOlING
AIR ExIT DUCT
FWD
ElECTRICAl CONNECTOR
AND INTERPhONE/GROUND
JACK
ANTI-ICE
INlET DUCT
ANTI-ICE AIR DISChARGE
VENT/ACCESS DOOR
AIR INlET COWl (CFM56-5A)
CTC--0-0
EFFECTIVITY
TOC
ANTI-ICE
DUCT
AIR INLET
COWL
NACELLE
Page 49
May 07
CFM56-5A/5B
TRAINING MANUAL
air inlet cowl

Anti-ice system.
The engine inlet cowl is provided with an anti-ice system,
located on the right hand side at 5 oclock (ALF).
Hot bleed air is taken from the HPC 5th stage and
directed through a tube to the anti-ice valve. It enters the
anti-ice air duct and is supplied to the inlet cowl D duct
through a swirl nozzle.
The system prevents ice accumulation on the inlet cowl

leading edge to protect the engine from ice ingestion.
The D duct is formed by the nose lip and the forward

bulkhead of the inlet cowl.
The anti-ice system is connected to the 5th and 9th

stages of the High Pressure Compressor (HPC) and
consists of:
- An anti-ice air duct.
- An anti-ice valve.
- A command pressure line.
- A swirl nozzle.
The airflow is controlled by the anti-ice valve, which is

operated from the cockpit, through an ON-OFF switch.
Command pressure for valve operation is taken from the
HPC 9th stage manifold.
An electrical connection between the anti-ice valve and
the aircraft provides the cockpit with valve position
indication.
The anti-icing air is exhausted through a dedicated exit
duct, connected to the forward bulkhead and the outer
barrel.
EFFECTIVITY
TOC
AIR INLET
COWL
NACELLE
Page 50
May 07
CFM56-5A/-5B
TRAINING MANUAL
FEEDBACK
- ENG ANTI ICE ON
ECAM DISPlAY
IF AT lEAST ONE OF
ThE TWO SYSTEMS IS
SElECTED ON
COMMAND
25VU
A/C COMPUTERS
INlET
COWl
hPC 5Th STAGE

PORT
hPC 9Th
STAGE PORT
SWIRl
NOZZlE
COMMAND
PRESSURE lINE TO
ANTI-ICE VAlVE
ANTI-ICE VAlVE
ANTI-ICE SYSTEM
CTC--0-0
EFFECTIVITY
TOC
ANTI-ICE
AIR DUCT
ExhAUST
AIR INLET
COWL
NACELLE
Page 51
May 07
CFM56-5A/5B
TRAINING MANUAL
AIR INLET COWL

Inlet cowl anti-ice valve.
The inlet anti-ice valve controls the flow of air to the
engine inlet cowl.
The anti-ice valve is located on the right side of the
engine fan case (at 5 oclock).
The anti-ice valve is an electrically controlled and
pneumatically operated butterfly valve. It is spring loaded
to the closed position.
The inlet cowl anti-ice valve is composed of:
- Actuator.
- Electrical connector.
- Control solenoid.
- Manual override collar/ position indicator.
- Flow body.
- Pressure reducer.
- Position indication switches.
The anti-ice valve has a manual override. You can
manually lock the valve in the full open or full closed
position with a ball detent locking pin if the valve fails.
EFFECTIVITY
TOC
AIR INLET
COWL
NACELLE
Page 52
May 07
CFM56-5A/-5B
TRAINING MANUAL
VIEW
B
OVERPRESSURE
INDICATOR
(according to version)
lOCK PIN
B
ElECTRICAl
CONNECTOR
VIEW
Cl
PIlOT VAlVE
SOlENOID
ACTUATOR
MANUAl OVERRIDE
REMOVE STOWED
ROTATE TO
DESIRED POSITION
INSTAll PIN IN
lOCKED POSITION
OP
PRESSURE
REDUCER
SERVO PORT
OUTlET PORT
lOCK
STOW
FlOW
DIRECTION
BUTTERFlY
ShUTOFF VAlVE
INlET PORT
INlET COWl ANTI-ICE VAlVE
CTC--0-00
EFFECTIVITY
TOC
AIR INLET
COWL
NACELLE
Page 53
May 07
CFM56-5A/5B
TRAINING MANUAL
AIR INLET COWL

Inlet cowl anti-icing system - Indicating.
The anti-ice panel gives the flight crew an interface with
the wing and engine anti-icing systems.
It has the circuitry for the control and indication of the
cowl anti-icing systems.
The panel is located on the 25VU forward overhead
panel.
Inlet cowl anti-icing.
The anti-ice valve is controlled by a pushbutton switch
which includes two indicating lights:
- ON: blue.
- FAULT: amber.
When you press the pushbutton switch, the anti-ice
solenoid is not energized, the valve opens, the ON
indicating light is on.
When you release the pushbutton switch, the anti-ice
solenoid is energized, the valve closes, the ON indicating
light is off.
The valve position switches give position data.

The CLOSE position switch is in the closed position when
the butterfly is below 12 from the closed position.
The OPEN position switch is in the open position when
the butterfly is below 12 from the open position.
Command pressure.
Below a minimum pressure (approximately 10 PSI), the
valve remains closed or closes if commanded open.
Display.
The ENG ANTI ICE ON indication is displayed in green
on the MEMO page of the lower ECAM display if at least
one of the two systems is on.
The FAULT indicating light is accompanied by:
- Activation of the single chime.
- Flashing of the MASTER CAUT light.
- Warning display on the lower part of the upper
ECAM display.
In case of discrepancy between the command and the

position, the FAULT indicating light is on.
EFFECTIVITY
TOC
AIR INLET
COWL
NACELLE
Page 54
May 07
CFM56-5A/-5B
TRAINING MANUAL
25VU
ON INDICATING
BlUE lIGhT
PUShBUTTON
SWITCh
VAlVE POSITION
INDICATION
OFF
RElEASED
ClOSE
ON
PRESSED
OPEN
FAUlT INDICATING IllUMINATED (AMBER)
- ENG ANTI ICE ON
ECAM DISPlAY
CTC--0-0
IF AT lEAST ONE OF
ThE TWO SYSTEMS IS
SElECTED ON
VAlVE POSITION
OFF
NOT ClOSED
ON
NOT OPEN
INlET COWl ANTI-ICING SYSTEM - INDICATING
EFFECTIVITY
TOC
ON INDICATING
AIR INLET
COWL
NACELLE
Page 55
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
AIR INLET
COWL
NACELLE
Page 56
May 07
CFM56-5A/-5B
TRAINING MANUAL
fan cowl doors
EFFECTIVITY
TOC
FAN cowl
doors
nacelle
Page 57
May 07
CFM56-5A/5B
TRAINING MANUAL
FAN COWL DOORS

There are two fan cowl doors for each engine. Each door
attaches to the strut with three hinges.
Each fan cowl door has two hold-open rods.
There are two open positions for the fan cowl doors:
- 40-degree position for routine maintenance.
- 55-degree position for increased access.
Engine Run-up.
An engine run-up at minimum idle is possible with the fan
cowls open and safely tied by the hold-open rods.
EFFECTIVITY
TOC
FAN cowl
doors
nacelle
Page 58
May 07
CFM56-5A/-5B
TRAINING MANUAL
OUTBOARD
FAN COWl
hINGES
(x3)
AlIGNMENT
FITTINGS
INBOARD
FAN COWl
42
55
40
52.5
PYlON
SEAlS
COMPARTMENT
COOlING ExIT
COMPARTMENT
COOlING ExIT
hOIST
POINTS
OIl TANK
ACCESS DOOR
STRAKE
hOIST
POINTS
FAN COWl
DOOR (lh)
hOlD OPEN
RODS
(STOWED)
ADJUSTABlE
lATChES
FAN COWl
DOOR (Rh)
STARTER VAlVE
ACCESS DOOR
FWD
ADJUSTABlE
EYEBOlT
COMPARTMENT
COOlING ExIT
VENT
CFM56-5B
PRESSURE
RElIEF DOOR
CFM56-5A
FAN COWl DOORS
CTC--0-0
EFFECTIVITY
TOC
FWD
COOlING
INlET
FAN cowl
doors
nacelle
Page 59
May 07
CFM56-5A/5B
TRAINING MANUAL
FAN COWL DOORS

Fan Cowl Door Latches.
Fan Cowl Hold-Open Rods.
Three latches secure the left and right fan cowls together.
All latches are along the bottom of the fan cowls.
The latches must be closed in the following sequence:
- Front latch.
- Center latch.
- Rear latch.
Each hold-open rod is telescopic. One end of each holdopen rod attaches to the fan cowl. When the cowl is
closed, the other end attaches to a receiver on the fan
cowl. When the cowl is open, the other end attaches to a
receiver on the engine.
NOTE:
There is no specific sequence for the opening of the fan
cowls.
Each hold-open rod has a collar that locks the hold-open

rod in place. A yellow lock indication shows when the
hold-open rod is in the locked position.
Fan Cowl Door Hinges.
Fan cowl door latch adjustment.

Latch adjustments are necessary to get the correct
clearance at the mating line of the fan cowl door to get
the correct latch tension.
The latch adjustment has to be set after the removal or
replacement of:
- The fan cowl doors.
- The latch or the latch keepers on the fan cowl doors.
- The inlet cowl, the thrust reverser or the engine.
Each fan cowl door hinge has these components:

- Fan cowl clevis.
- Quick release pin.
- Strut lug.
Each fan cowl clevis is on the fan cowl. All strut lugs
are on the strut. The quick release pins make it easy to
remove a fan cowl.
Engine Run-up.
An engine run-up at minimum idle is possible with the fan
cowls open and safely tied by the hold-open rods.
EFFECTIVITY
TOC
FAN cowl
doors
nacelle
Page 60
May 07
CFM56-5A/-5B
TRAINING MANUAL
FAN COWl
DOOR
PYlON
hINGE
(TYPICAl
3 PlACES)
RETENTION
BRACKET
lh FAN
COWl DOOR
FAN
CASE
Rh FAN
COWl DOOR
COllAR
BRACKET ASSEMBlY
(TYPICAl 3 PlACES)
lATCh hOUSING
ASSEMBlY
(TYPICAl 3 PlACES)
hOlD-OPEN
ROD (x2)
lATChES ClOSING SEQUENCE:

- FRONT
- CENTER
- REAR
CTC--0-0
lATChES - hOlD-OPEN RODS - hINGES
EFFECTIVITY
TOC
FAN cowl
doors
nacelle
Page 61
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
FAN cowl
doors
nacelle
Page 62
May 07
CFM56-5A/-5B
TRAINING MANUAL
thrust reverser cowl opening
EFFECTIVITY
TOC
t/r cowl
opening
nacelle
Page 63
May 07
CFM56-5A/5B
TRAINING MANUAL
THRUST REVERSER COWL OPENING

Thrust reverser half door latches.
T/R doors opening and closing.
The half door latches hold the T/R halves together.
There is no specific sequence for releasing the latches to

open the T/R doors.
They must be released to open the T/R cowls.

There are four adjustable latches by engine. All latches
are interchangeable.
For the closing, the four latches must be closed from

forward to aft.
All half door latches are at the bottom of the T/R halves.
The latch handles and mechanisms are on the right T/R
half.
The latch stirrups and centering pins are on the left T/R
half.
T/R latch adjustment.
Latch adjustment has to be made after the removal or
replacement of:
- The latch or the latch keepers on T/R halves.
- The T/R halves.
- The engine.
EFFECTIVITY
TOC
t/r cowl
opening
nacelle
Page 64
May 07
CFM56-5A/-5B
lATCh TENSION
NUT
TRAINING MANUAL
STIRRUP
hOOK
lATCh
hANDlE
RIGhT hAlF
DOOR
SNAP
lOCKWAShER
BUShING
(6 PlACES)
lOCATING PIN
(6 PlACES)
lEFT hAlF
DOOR
SNAP DISENGAGED
lATCh hOOK
ENGAGED
lATCh hOOK DISENGAGED

FROM OPPOSITE REVERSER
ATTAChMENT POINT
lATCh
4
FWD
RIGhT hAlF
DOOR
lATCh
1
lATCh
3
lATCh
2
lATChES ClOSING SEQUENCE: FROM FRONT TO REAR
T/R COWlS TENSION lATChES
CTC--0-0
EFFECTIVITY
TOC
lATCh hANDlE
PUllED DOWN
t/r cowl
opening
nacelle
Page 65
May 07
CFM56-5A/5B
TRAINING MANUAL

Opening actuators.
Three hinges attach each T/R half to the strut.
T/R opening actuators are used to open the T/R cowls.
Each engine has two actuators. Each actuator opens its
cowl to 35 or 45 from the closed position.
The thrust reverser half doors can be opened to a 45degree position for engine removal. A placard at the door
opening actuator connection point warns that the wing
leading edge slats must be in the retracted position when
the thrust reverser half doors are opened.
The two hydraulic actuators are located between the

pylon and the two half reversers.
The external thrust reverser half doors can be opened

to 35 degrees. The internal half door can be opened 33
degrees with the leading edge slats extended.
Each half reverser is actuated by a single-acting hydraulic

actuator. They are fluid-supplied by a hand pump
connected to the connection box on the lower section of
the forward frame.
The system retracts hydraulic actuators under thrust

reverser weight action. The orifice of the hydraulic
actuator chamber restricts the fluid flow, limiting the rate
of retraction of the hydraulic actuator rod.
The input power is transmitted from the pump through

hard line tubes and a hose to the hydraulic actuator.
Fluid goes from the opening actuator back to the hand

pump when you close the cowl.
You must open the fan cowls to get access to the

hydraulic connections for hand pump use.
Fluid from the hand pump causes the actuator rod to
extend and open the cowl.
A door hold-open rod, located on the engine-mounted
adapter ring assembly, is to be used with the door
opening actuator.
EFFECTIVITY
TOC
t/r cowl
opening
nacelle
Page 66
May 07
CFM56-5A/-5B
TRAINING MANUAL
hYDRAUlIC
hOSE
OPENING
ACTUATOR
hINGES
QUICK
DISCONNECT
FITTING
hYDRAUlIC
JUNCTION
BOx
ThRUST
REVERSER
COWl DOOR
hAND
PUMP
hYDRAUlIC
hOSE
FWD
ThRUST REVERSER
COWl DOOR
OPENING ACTUATOR
OPENING ACTUATORS
CTC--0-0
EFFECTIVITY
TOC
PYlON
t/r cowl
opening
nacelle
Page 67
May 07
CFM56-5A/5B
TRAINING MANUAL

Hold-open rods.
The two hold-open rods are installed on the adapter ring
at the 3 and 9 oclock positions.
When the cowls are closed, they are secured with a pin
to an adapter ring bracket.
EFFECTIVITY
TOC
t/r cowl
opening
nacelle
Page 68
May 07
CFM56-5A/-5B
TRAINING MANUAL
PYlON
PYlON
45
35
ThRUST REVERSER hAlF
DOOR IN ClOSED POSITION

DOOR IN 35 POSITION

DOOR IN 45 POSITION
RED BOlT
AND NUT
ADAPTER RING
ASSEMBlY
FORWARD
FRAME OF
hAlF DOOR
QUICK RElEASE
PIN
ATTAChMENT
BRACKET
FORWARD
QUICK
FRAME OF
RElEASE
hAlF DOOR
PIN
hOlD-OPEN ROD
IN ClOSED
POSITION
RED BOlT
AND NUT
hOlD-OPEN ROD
IN 35 POSITION
QUICK RElEASE
PIN
lOWER
BRACKET
VIEW
VIEW
CTC--0-0
hOlD-OPEN RODS
EFFECTIVITY
TOC
hOlD-OPEN
ROD IN 45
POSITION
UPPER
BRACKET
VIEW
t/r cowl
opening
nacelle
Page 69
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
t/r cowl
opening
nacelle
Page 70
May 07
CFM56-5A/-5B
TRAINING MANUAL
engine removal/installation
EFFECTIVITY
TOC
engine removal/
Page 71
installation
Nacelle
May 07
CFM56-5A/5B
TRAINING MANUAL
ENGINE removal/installation
General.
Fan area electrical and pneumatic connections.
The engine can be removed from the airplane in the QEC

configuration with the inlet cowl, exhaust sleeve and plug
still attached.
Many electrical connections are located in the upper fan

area of the powerplant.
Before removing the engine, complete the following steps:

- Fully open the fan cowls and the thrust reverser
halves to the 45 degree position and hold them in
position with the hold-open braces.
- Remove the engine/aircraft quick disconnect for fuel,
air, electrical and hydraulic lines.
Connection points include:

- The pylon electrical junction box.
- The fan electrical feeder box.
- The IDG feeder wires terminal block.
- The hydraulic control unit.
(-5B):
- The T/R junction box.
Fluid connections.
The engine hydraulic lines are connected to the fluid
disconnect panel, on the left side of the pylon.
They consist of:
-The hydraulic suction line, connected with a coupling
half, which is a self-sealing quick-disconnect fitting.
-The pressure line and case drain line both connected
with regular B nut fittings.
(-5A):
- The T/R harness connectors.
(ALL):
The starter upper air duct is connected to the pylon duct
by means of a coupling.
The fuel distribution supply and return lines are also

connected to the fluid disconnect panel.
EFFECTIVITY
TOC
engine removal/
Page 72
installation
Nacelle
May 07
CFM56-5A/-5B
B
VIEW
TRAINING MANUAL
T/R
CONNECTOR
COUPlING
hAlF
FlUID
DISCONNECT
PANEl
CFM56-5A
hYDRAUlIC
SUCTION lINE
PYlON ElECTRICAl
JUNCTION BOx
PRESSURE
DElIVERY lINE
CASE
DRAIN lINE
FUEl
RETURN lINE
FUEl SUPPlY lINE
ASSEMBlY
IDG WIRES
TERMINAl
BlOCK
T/R JUNCTION
BOx
CFM56-5B
FAN WIRE
hARNESSES
FAN
ElECTRICAl
FEEDER BOx
T/R hYDRAUlIC
CONTROl UNIT
(ON T/R COWl)
T/R
CONNECTORS
CFM56-5A
ThRUST REVERSER
hARNESS
STARTER
DUCT
VIEW
CFM56-5B
CONNECTIONS
CTC--0-0
EFFECTIVITY
TOC
IDG
CABlES
engine removal/
Page 73
installation
Nacelle
FIlTER
May 07
CFM56-5A/5B
TRAINING MANUAL
Core area electrical and pneumatic connections.
The pylon junction box has connections for:
- The core regulating valves.
- The fire detector loops.
- The TRF vibration sensor.
- The customer bleed valve.
The pneumatic system interface duct is connected to the
pylon duct by means of a coupling.
Electrical connections in the core area are made at the
pylon junction box.
EFFECTIVITY
TOC
engine removal/
Page 74
installation
Nacelle
May 07
CFM56-5A/-5B
TRAINING MANUAL
A
VIEW
PYlON JUNCTION
BOx
COUPlING
PYlON
PYlON
DUCT
CONNECTORS
FWD
FWD
INTERFACE
TUBE
VIEW
SENSE
TUBES
CORE AREA CONNECTIONS
CTC--0-00
EFFECTIVITY
TOC
engine removal/
Page 75
installation
Nacelle
May 07
CFM56-5A/5B
TRAINING MANUAL
Removal/Installation.
Tools.
For engine removal, the engine cradle is lifted to the

engine with the bootstrap system and attached to the
engine handling points.
Engine removal/installation is accomplished using the

following tools:
- A bootstrap hoisting system.
- An engine transportation stand.
Then, the nuts holding the engine to the pylon are

removed and the engine cradle is lowered onto the trailer.
For engine installation, the engine cradle is lifted with the
engine and tension is applied using the hoist system.
Then the nuts attaching the engine to the pylon are
installed and tightened to the specified value.
The bootstrap hoisting system includes a forward and

an aft arm with lever hoists, dynamometers and engine
attach brackets as integral components.
The purpose of the engine transportation stand or dolly
is to support the engine during transportation to airport
apron and shop.
Finally, the tooling is removed from the engine and pylon.
EFFECTIVITY
TOC
engine removal/
Page 76
installation
Nacelle
May 07
CFM56-5A/-5B
VIEW
TRAINING MANUAL
VIEW
AFT BOOTSTRAP
SYSTEM
FORWARD BOOTSTRAP
SYSTEM
C
VIEW
ENGINE TRANSPORTATION
STAND
TOOlS
CTC--0-0
EFFECTIVITY
TOC
engine removal/
Page 77
installation
Nacelle
May 07
CFM56-5A/5B
TRAINING MANUAL
Forward bootstrap system.
Aft bootstrap system.
The forward bootstrap system is attached to the pyramid

of the aircraft pylon.
The aft bootstrap system is attached to the aircraft pylon

at two points.
It consists of:
- 2 forward hinge arms.
- An inboard dynamometer.
- An outboard dynamometer.
- 2 chain hoists.
- Attachment pins.
It consists of:
- A center beam.
- An inboard dynamometer.
- An outboard dynamometer.
- 2 chain hoists.
- Attachment pins.
It supports the forward of the engine cradle.
It supports the aft of the engine cradle.
EFFECTIVITY
TOC
engine removal/
Page 78
installation
Nacelle
May 07
CFM56-5A/-5B
TRAINING MANUAL
B
VIEW
ChAIN
VIEW
lOCKPIN
DYNAMOMETER
CENTER
BEAM
FORWARD hINGE
ARMS
CTC--00-0
DYNAMOMETER
FORWARD AND AFT BOOTSTRAP SYSTEM
EFFECTIVITY
TOC
engine removal/
Page 79
installation
Nacelle
May 07
CFM56-5A/5B
TRAINING MANUAL
Engine transportation stand.
The purpose of the transportation stand is to support the
engine during transportation.
The 2 fan attach points and the aft right-hand turbine
attach point are required to support the engine.
The engine transportation stand consists of a cradle and
a trailer. The trailer is a frame supported by four steerable
wheels.
Built-in shock absorbing mounts cushion all transport
movements. However, the maximum towing speed must
not be exceeded.
EFFECTIVITY
TOC
engine removal/
Page 80
installation
Nacelle
May 07
CFM56-5A/-5B
TRAINING MANUAL
VIEW
CRADlE
TRAIlER
TOW BAR
CTC--0-0
ENGINE TRANSPORTATION STAND
EFFECTIVITY
TOC
engine removal/
Page 81
installation
Nacelle
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
engine removal/
Page 82
installation
Nacelle
May 07
CFM56-5A/-5B
TRAINING MANUAL
exhaust section
EFFECTIVITY
TOC
exhaust section Page 83

nacelle
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
exhaust section Page 84

nacelle
May 07
CFM56-5A/-5B
TRAINING MANUAL
thrust reverser general
EFFECTIVITY
TOC
thrust reverser
Page 85
general
nacelle
May 07
CFM56-5A/5B
TRAINING MANUAL
thrust reverser - GENERAL

The Thrust Reverser (T/R) system provides additional
aerodynamic braking during aircraft landing.
This braking effect reduces the aircraft stopping distance.
It can only be operated on ground from idle speed to max
reverse. T/R control is achieved through the throtlle lever.
The fan thrust reverser is part of the exhaust system and
is located just downstream of the fan frame. It consists of
4 hydraulically actuated blocker doors opening on cockpit
order.
In direct thrust configuration, during flight, the cowlings
mask the blocker doors, thus providing fan flow ducting.
In reverser 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.
A hydraulically actuated cowl opening system allows
each thrust reverser cowl to be opened independently for
maintenance operations.
EFFECTIVITY
TOC
thrust reverser
Page 86
general
nacelle
May 07
CFM56-5A/-5B
TRAINING MANUAL
SECONDARY AIRFlOW (BYPASS AIR)

PRIMARY AIRFlOW
VENTING AIRFlOW
CORE ENGINE
ThRUST
CORE ENGINE
ThRUST
FAN ThRUST
FAN REVERSE
ThRUST
AIR INlET
AIR INlET
STOWED POSITION
ThRUST REVERSER POSITIONS
CTC--0-0
EFFECTIVITY
TOC
DEPlOYED POSITION
thrust reverser
Page 87
general
nacelle
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
thrust reverser
Page 88
general
nacelle
May 07
CFM56-5A/-5B
TRAINING MANUAL
thrust reverser mechanical structure
EFFECTIVITY
TOC
T/R mechanical
structure
nacelle
Page 89
May 07
CFM56-5A/5B
TRAINING MANUAL
THRUST REVERSER MECHANICAL STRUCTURE

The thrust reverser is made of two halves. It has the
following components:
- 2 pivoting doors per half.
- 1 actuator per pivoting door.
- Deploy switch connector.
- Stow switch.
- Door opening actuator.
- 3 hinge clevisses per half.
- Half door latches.
- Hydraulic control unit.
- Hydraulic pipes.
- Hydraulic junction box.
- Electrical junction box.
- Inner and outer cowl.
EFFECTIVITY
TOC
T/R mechanical
structure
nacelle
Page 90
May 07
CFM56-5A/-5B
hINGE ClEVISSES (x3)
TRAINING MANUAL
DOOR OPENING
ACTUATOR
ElECTRICAl JUNCTION
BOx
hYDRAUlIC CONTROl
UNIT
INNER
COWl
OUTER
COWl
hYDRAUlIC PIPES
PIVOTING
DOORS
(DEPlOYED)
STOW
SWITCh
PIVOTING
DOOR
ACTUATOR
hYDRAUlIC
JUNCTION BOx
DEPlOY SWITCh
CONNECTOR
hAlF DOOR
lATChES
ThRUST REVERSER MEChANICAl STRUCTURE

T/R mechanical
EFFECTIVITY
structure
CTC--0-0
TOC
nacelle
Page 91
May 07
CFM56-5A/5B
Fire protection.
T/R cowls.
The fire protection includes fire seals and thermal

blankets.
The C-ducts consist of:

- The outer cowl, which, in the stowed position,
encloses the pivoting doors.
- Three hinges which attach the cowl to the pylon.
- Two hoist points (not shown) on each outer cowl for
removal/installation maintenance operations.
- Four tension hook latches, to keep the cowls closed.
- Two opening actuator fittings.
- A ramp fairing, to smooth the airflow passing from
the engine to the thrust reverser.
- The inner cowl, which smooths the secondary airflow
inner passageway and provides air to the core
engine.
- An air inlet scoop, at 12 oclock, to duct air to the
precooler.
- An LPTCC inlet scoop at the front of the R/H inner
cowl, to duct secondary flow bleed air for LPT
cooling and clearance control.
- Inlet holes, in the front section of the cowl, to duct air
to the core engine internal cavity.
The inner and outer cowls have a honeycomb structure
with sound suppressing surfaces.
EFFECTIVITY
TOC
TRAINING MANUAL
Fire seals.
The fire seals keep any engine fire in the turbine case
area away from:
- T/R components.
- Engine fan.
- Components in the engine fan case area.
- Engine strut.
All fire seals are along the upper and forward edges of
the T/R cowls.
Thermal blankets.
(-5B):
The inner barrel of the thrust reversers is treated for
thermal / fire protection. The inner (engine side) surface
of the inner barrel is protected by a heat shield blanket.
(-5A):
The inner (engine side) surface of the inner barrel is
treated for thermal/fire protection. The aft section of the
inner barrel is protected with thermal blanket covered with
a titanium sheet.
T/R mechanical
structure
nacelle
Page 92
May 07
CFM56-5A/-5B
TRAINING MANUAL
UPPER FIRE SEAl
(ON ThE PYlON)
hINGES
(x3)
OUTER
COWl
AIR INlET
SCOOP
OPENING ACTUATOR
FITTING
hEAT ShIElD
BlANKET
CFM56-5B
INlET
hOlE
INNER
COWl
FIREShIElD
CFM56-5A
lPTCC
SCOOP
lOWER FIRE
SEAl
FORWARD
FIRE SEAl
RAMP
FAIRING
INlET
hOlE
FIRE
SEAl
PIVOTING
DOORS
STOWED
DOOR lATChES
(x4)
ThRUST REVERSER COWlS
CTC--0-0
EFFECTIVITY
TOC
T/R mechanical
structure
nacelle
Page 93
May 07
CFM56-5A/5B
TRAINING MANUAL

Pivoting doors.
There are two pivoting doors on each thrust reverser half
door.
They are installed on pins that make them pivot when
hydraulic pressure is applied.
They are operated by four individual hydraulic actuators,
which move them independently to the deployed or
stowed position during thrust reverser operation.
Each pivoting door is locked on the forward frame with a
primary lock, which keeps it in the stowed position.
When the four doors have reached the fully deployed
position, the fan air is blocked and redirected forward.
The doors feature kicker plates which provide sealing
in the stowed position, and prevent reverse thrust reinjection in the deployed position.
EFFECTIVITY
TOC
T/R mechanical
structure
nacelle
Page 94
May 07
CFM56-5A/-5B
TRAINING MANUAL
KICKER
PlATE
STOW SWITCh
CONNECTOR
hYDRAUlIC
ACTUATOR
PRIMARY
lOCK
ACTUATOR
PRIMARY lOCK
WITh ThERMAl BlANKET
PIVOTING DOORS
CTC--0-00
EFFECTIVITY
TOC
PIVOTING DOORS
T/R mechanical
structure
nacelle
Page 95
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
T/R mechanical
structure
nacelle
Page 96
May 07
CFM56-5A/-5B
TRAINING MANUAL
thrust reverser control system
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 97
May 07
CFM56-5A/5B
TRAINING MANUAL
THRUST REVERSER CONTROL SYSTEM

Component location.
The thrust reverser control system controls hydraulic and
electrical power to the thrust reverser for stow and deploy
operations.
The control components are located in the following
areas of the airplane:
- The throttle quadrant.
- The engine.
- The T/R halves.
- The pylon.
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 98
May 07
CFM56-5A/-5B
ThROTTlE QUADRANT:
- CONTROl lEVER
- REVERSER lATChING lEVER
VIEW
PYlON:
- ShUT-OFF VAlVE
- hYDRAUlIC FIlTER
ENGINE:
- ElECTRONIC CONTROl UNIT
CTC--0-0
ThRUST REVERSER hAlVES:

- ElECTRICAl, hYDRAUlICAl AND
MEChANICAl COMPONENTS
T/R CONTROl SYSTEM - COMPONENTS lOCATION
EFFECTIVITY
TOC
TRAINING MANUAL
T/R CONTROL
SYSTEM
nacelle
Page 99
May 07
CFM56-5A/5B
TRAINING MANUAL

The thrust reverser system includes:
- An electrical system.
- A hydraulic system.
Electrical system.
The electrical system includes:
- The two thrust reverser latching levers.
- Two pivoting door dual deploy switches and four
pivoting door stow switches, which allow different
thrust reverser processes during stow and deploy
sequences.
- An electrical wiring harness.
EFFECTIVITY
TOC
Hydraulic system.
The hydraulic system includes:
- A shut-off valve, which isolates the reverser
hydraulic system from the aircraft hydraulics.
- A hydraulic filter, used to filter fluid from the aircraft
hydraulic system.
- A hydraulic control unit, which manages and
operates the actuating and latching systems.
- Four hydraulic actuators, which independently
operate the pivoting doors.
- Four hydraulic pivoting door latches, to lock the
pivoting doors in the stow position.
T/R CONTROL
SYSTEM
nacelle
Page 100
May 07
CFM56-5A/-5B
TRAINING MANUAL
hYDRAUlIC SUPPlY
EIU
lGCIU
hYDRAUlIC RETURN
SEC-1
SEC-2
ACTUATORS
INDICATING
SEC-3
lATChES
STATIC RElAYThRUST REV

lOCKING CTl
Flx
T.O MCT
Cl
T.O GA
TRSOV
RElAY
TRSOV
REV IDlE
Ch. A
DIRECTIONAl
VAlVE
SOlENOID
ECU
hCU
UPPER
BlOCKER
DOOR, l
PRESSURIZING
VAlVE
SOlENOID
Ch. B
SW-BlOCKER
DOOR STOW.
lOWER, R
SW-BlOCKER
DOOR
DEPlOY, R
UPPER
BlOCKER
DOOR, R
IDlE
MAx.
REVERSE
lOWER
BlOCKER
DOOR, R
PRESSURE
SWITCh
lOWER
BlOCKER
DOOR, l
SW-BlOCKER
DOOR STOW.
UPPER, R
SW-BlOCKER
DOOR STOW.
UPPER, l
SW-BlOCKER
DOOR
DEPlOY, l
SW-BlOCKER
DOOR STOW.
lOWER, l
CONTROl
UNIT-ThROTTlE
CTC--0-0
ElECTRICAl AND hYDRAUlIC SYSTEM
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 101
May 07
CFM56-5A/5B
TRAINING MANUAL

Thrust reverser indicating system.
The thrust reverser operating sequences are displayed in
the cockpit on the lower ECAM display unit.
In deployment, an amber REV indication will come
into view at the middle of the N1 dial when at least
one reverser door is unstowed or unlocked (stroke > 1
percent).
If this occurs in flight, REV will flash first for 9 sec, then it
will remain steady.
This indication will change to green when the fan reverser
doors are fully deployed and the reverse thrust can be
applied.
In stowage, the indication changes to amber when at
least one door is deployed less than 95 percent.
The indication disappears when all the doors are stowed.
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 102
May 07
CFM56-5A/-5B
5
REVERSE
ThRUST
INDICATION
10
REV
36.4
n
%
5 10 egT
C
275
64
2000
n
%
F.F
Kg/H
TRAINING MANUAL
10
REV
36.4
5 10
275
64
2000
FOB : 18000 KG
S
FlAP
FUll
1/ REV INDICATION DURING DEPlOY PhASE:

REV DISPlAYED IN AMBER WhEN ThE ThROTTlE IS IN ThE REVERSE
RANGE AND ThE BlOCKER DOORS ARE NOT 95% DEPlOYED.
REV DISPlAYED IN GREEN WhEN ThE DOORS ARE FUllY DEPlOYED
2/ REV INDICATION DURING STOW OPERATION:
REV DISPlAYED IN AMBER WhEN ThE DOORS ARE RESTOWED
T/R INDICATING
CTC--0-00
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 103
May 07
CFM56-5A/5B
TRAINING MANUAL

The thrust reversers can be activated when the thrust
lever is at idle stop and the aircraft is on ground with
engines running.
Releasing the reverser latching lever allows to pull the
thrust lever from the stop position to the reverse idle
position.
The thrust reverser is then controlled by the ECU, which
commands the deployment of the pivoting doors.
After all doors are fully deployed, max reverse thrust can
be applied.
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 104
May 07
CFM56-5A/-5B
TRAINING MANUAL
TO
TO
ga
ga
FlX
FlX
MCT
MCT

Cl
ThRUST
CONTROl
lEVER
IDle
le
IDle
IDlE STOP
POSITION
0
r

0

0

Cl
a
/
T
H
r
0
r

F
aX
re
0
0
reVerSe
re
V ID
lATChING
lEVER
a
/
T
H
r
ECU
T/R CONTROl lEVER POSITIONS
CTC--00-00
EFFECTIVITY
TOC
T/R SYSTEM
COMMAND lOGIC
T/R CONTROL
SYSTEM
nacelle
Page 105
May 07
CFM56-5A/5B
TRAINING MANUAL

Deploy switches.
The deployed position of the pivoting doors is sensed by
two double deploy switches, one for the 2 R/H doors, and
one for the 2 L/H doors.
They are located on the thrust reverser beams, two at 3
oclock and two at 9 oclock, and are accessible through
access doors on each side of the thrust reverser outer
cowl.
Each of them monitors two pivoting doors.
They are contact switches, connected in series, and
change signal when the monitored door has reached a
near fully deployed position.
They are connected to the ECU via the electrical junction
box.
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 106
May 07
CFM56-5A/-5B
TRAINING MANUAL
DOOR
POSITION
lEVER 1
DEPlOY
SWITCh
VIEW
DOOR
POSITION
lEVER 2
ECU
ElECTRICAl
CONNECTOR
ElECTRICAl
hARNESS
DEPlOY SWITCh
ACCESS DOOR
CTC--0-0
PIVOTING DOOR DEPlOY SWITChES
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 107
May 07
CFM56-5A/5B
TRAINING MANUAL

Stow switches.
The stowed position of the pivoting doors is sensed by
four single stow switches, one per door, located on the
forward frame rear side, next to the door latches.
They are accessible once the fan cowls are opened and
the doors deployed.
They are connected in parallel, and change signal when
the monitored door has started to close.
The switches are connected to the ECU via the electrical
junction box.
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 108
May 07
CFM56-5A/-5B
TRAINING MANUAL
STOW SWITCh
CONNECTOR
hYDRAUlIC
ACTUATOR
STOW SWITCh
PIVOTING DOOR
POSITION lEVER
ECU
ElECTRICAl
CONNECTOR
CTC--0-0
PIVOTING DOOR STOW SWITChES
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 109
May 07
CFM56-5A/5B
TRAINING MANUAL

The thrust reverser system is hydraulically supplied by
the corresponding hydraulic pump on the engine.
It is isolated from the hydraulic supply by a shut-off valve,
which is connected to a hydraulic filter and a hydraulic
control unit (HCU).
Shut-Off Valve.
The Shut-Off Valve (SOV) is located in the front section of
the pylon, above the fan inlet case forward flange.
The fan cowl doors must be opened to access the SOV.
The SOV isolates the thrust reverser from system
pressure.
When conditions are met, the throttle is in correct
position, then the static relay generates an electrical
signal to the T/R SOV enabling thrust reversers to be
operated.
The SOV is hydraulically connected to the hydraulic filter
and the HCU.
The SOV solenoid is electrically connected to the aircraft
115 VAC power supply.
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 110
May 07
CFM56-5A/-5B
TRAINING MANUAL
ElECTRICAl
CONNECTOR
ThROTTlE POSITION
INPUTS
A
FROM A/C
STATIC RElAY
ShUT-OFF
VAlVE
SUPPlY
FROM
SOV FIlTER
FWD
CONTROl
TO hCU
RETURN
TO CASE DRAIN
ShUT-OFF VAlVE - TRSOV
CTC--0-0
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 111
May 07
CFM56-5A/5B
TRAINING MANUAL

Hydraulic filter.
The Hydraulic Control Unit filter module is installed at the
bottom of the pylon, in front of the HCU. Its purpose is to
prevent unwanted matter from entering the thrust reverser
hydraulic system.
It is accessible once the fan cowl doors are open.
A clogging indicator at the bottom of the filter bowl
provides a visual indication of filter clogging.
To access and change the filter element, the bowl is
turned counter-clockwise to remove it from the head.
When the filter bowl is removed, the O-ring and packing
must be replaced. Care must be taken not to damage the
differential pressure indicator, or bowl, with metal tools
when the packing is removed, or installed.
If the differential pressure indicator is replaced, the entire
filter assembly must be removed from the aircraft and a
complete acceptance test procedure carried out.
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 112
May 07
CFM56-5A/-5B
TRAINING MANUAL
A
FIlTER hEAD
UNION
TUBE
ShUTOFF DIAPhRAGM
PACKING
REMOVAl SPRING
O-RING
INlET
PORT
FIlTER ElEMENT
WAShER
OUTlET
PORT
PACKING
FIlTER BOWl
DIFFERENTIAl
PRESSURE INDICATOR
T/R hYDRAUlIC FIlTER
CTC--0-0
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 113
May 07
CFM56-5A/5B
TRAINING MANUAL

Hydraulic Control Unit.
The Hydraulic Control Unit (HCU) controls the flow of
hydraulic fluid to the thrust reverser latches and pivoting
door actuators during all thrust reverser operation
phases.
Control and feedback signals are exchanged with the
ECU.
The HCU is accessible once the thrust reverser cowls
and the fan cowls are opened.
It is installed on the right-hand forward frame of the thrust
reverser structure, at 1 oclock.
The HCU is equipped with a lever, which permits deactivation of the thrust reverser before maintenance
operations.
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 114
May 07
CFM56-5A/-5B
VIEW
TRAINING MANUAL
RIGhT hAlF
DOOR
hYDRAUlIC
CONTROl UNIT
ClOGGING
INDICATOR
POWER
VAlVE
PURGE
lOCK IN
PORT
DEACTIVATION
lEVER
lOCKOUT PIN
hYDRAUlIC CONTROl UNIT
CTC--0-0
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 115
May 07
CFM56-5A/5B
TRAINING MANUAL

Pivoting door latches.
The four pivoting door latches (one for each pivoting
door) are installed on the C-ducts forward frame, between
the door actuators and the stow switches.
They are accessible once the fan cowls are open.
They lock the doors in the stowed position.
Each latch consists of a hook, a lever and a springloaded hydraulic actuator which operates the hook.
Each latch is protected by a thermal blanket.
The latches are actuated in series : it is only after one
latch is unlocked that pressure is applied to the next.
Acting on the latch manual unlock nut is the first step to
manually release the pivoting doors for maintenance
purposes.
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 116
May 07
CFM56-5A/-5B
TRAINING MANUAL
ROllER
PIVOTING
DOOR lATCh
STOW SWITCh
hYDRAUlIC
ACTUATOR
VIEW
PIVOTING
DOOR
PIVOTING DOOR
lATCh FITTING
DOOR
lATCh
MANUAl
UNlOCK NUT
A
hOOK
PRIMARY lOCK
WITh ThERMAl BlANKET
PIVOTING DOOR lATChES
CTC--0-0
EFFECTIVITY
TOC
hOOK
T/R CONTROL
SYSTEM
nacelle
lATCh
FITTING
ROllER
Page 117
May 07
CFM56-5A/5B
TRAINING MANUAL

Pivoting door actuators.
Four hydraulic actuators provide the force necessary to
deploy and stow the thrust reverser pivoting doors.
They are installed on the T/R forward frame by a ball-joint
support.
The piston rod of the actuator is attached to the pivoting
door structure by the rod end assembly.
Acting on the actuator manual unlocking square after
unlocking the latch, allows manual opening of a pivoting
door during maintenance operations.
A safety sleeve is installed on the actuator to prevent
door closing.
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 118
May 07
CFM56-5A/-5B
TRAINING MANUAL
PIVOTING
DOOR
hYDRAUlIC
ACTUATOR
MANUAl
UNlOCKING
SQUARE
CFM56-5A
MAINTENANCE
SAFETY SlEEVE
ACTUATOR
ROD
MANUAl
UNlOCKING
SQUARE
BAll-JOINT ROD END

ASSEMBlY ASSEMBlY
SUPPORT
FORWARD
FRAME
CFM56-5B
hYDRAUlIC ACTUATORS
CTC--0-0
EFFECTIVITY
TOC
hYDRAUlIC
ACTUATOR
T/R CONTROL
SYSTEM
nacelle
Page 119
May 07
CFM56-5A/5B
TRAINING MANUAL

Deploy mode sequence.
In the deploy mode, when the aircraft is on ground and
reverse thrust is set from the flight compartment, the EIU
and ECU send electrical signals to the Hydraulic Control
Unit, if the deploying conditions are met.
The HCU sends hydraulic pressure to unlock each
pivoting door.
When all pivoting doors are unlocked, the hydraulic
pressure is sent to the hydraulic actuators extend side
until they are fully deployed.
An unstow message is sent to the flight compartment.
When the four pivoting doors are deployed, the ECU
receives the signal deployed doors and stops the
electrical signal to the HCU.
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 120
May 07
CFM56-5A/-5B
TRAINING MANUAL
ThROTTlE
lEVER
ECU
PIVOTING DOORS
UNlOCKING
hCU
PIVOTING DOORS
OPENING
EIU
STOW SWITCh
OPEN
REV IN AMBER
AT lEAST ONE
DOOR UNSTOWED
PIVOTING DOORS
FUllY DEPlOYED
4 DEPlOY SWITChES
ClOSED
ECU
REV IN GREEN
All 4 DOORS
FUllY DEPlOYED
ECU
STOP hCU
COMMAND
DEPlOY SEQUENCE
CTC--0-00
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 121
May 07
CFM56-5A/5B
TRAINING MANUAL

Stow mode sequence.
When the thrust reverser stow sequence is selected, the
EIU and ECU send an electrical signal to the HCU.
The HCU sends hydraulic pressure to the hydraulic
actuators retract side.
The ECU removes electrical power from the HCU with a

closure delay of one to two seconds, which enables the
pivoting doors to lock.
The hydraulic actuators are connected to the aircraft

hydraulic return system.
A pressure switch transmits a without pressure signal to

the ECU.
EFFECTIVITY
TOC
When the pivoting doors are in their stowed position, they

actuate stow indication switches, which send the stowed
signal to the flight compartment.
T/R CONTROL
SYSTEM
nacelle
Page 122
May 07
CFM56-5A/-5B
TRAINING MANUAL
ThROTTlE
lEVER
ECU
EIU
hCU
ACTUATOR STOW
SIDE
PIVOTING DOORS
STOWING
DEPlOY SWITCh
OPEN
REV IN AMBER
AT lEAST ONE DOOR

NOT FUllY DEPlOYED
PIVOTING DOORS
STOWED
4 STOW SWITChES
ClOSED
ECU
REV DISAPPEARS
All 4 DOORS
STOWED AND lOCKED
ECU
STOP hCU
COMMAND
STOW SEQUENCE
CTC--0-00
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 123
May 07
CFM56-5A/5B
TRAINING MANUAL

T/R inhibition.
For safety reasons during maintenance operations, it is
necessary to make the thrust reverser unserviceable.
The T/R can be inhibited by removing the lockout pin from
its stowage position, and moving the HCU deactivation
lever forward, to the inhibition position.
This way, no hydraulic pressure is delivered to the
pivoting door latches and actuators.
The lockout pin is then installed through the lever to lock
it in the unserviceable position.
A warning notice is placed on the lever, telling persons
not to remove the lockout pin.
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 124
May 07
CFM56-5A/-5B
TRAINING MANUAL
VIEW
A
lOCKOUT PIN
INSTAllED
hCU
lOCKOUT
PIN STOWAGE
(IN OPERATING POSITION)
WARNING
NOTICE
FWD
INhIBIT lEVER IN
OPERATIONAl POSITION
INhIBIT lEVER IN
OFF POSITION
ThRUST REVERSER INhIBITION
CTC--00-0
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 125
May 07
CFM56-5A/5B
TRAINING MANUAL

T/R deactivation.
The thrust reverser is deactivated if:
- The HCU lever is moved to the inhibit position and
locked in place.
- The lockout bolts provided to secure the pivoting
doors in the stowed position are installed.
The lockout bolts and red lockplates are installed on a
storage bracket mounted on the forward face of the righthand T/R cowl door.
The lockout fairings and screws are removed from the
pivoting doors and installed on the storage bracket.
The lockout bolts and lockplates are then installed on the
pivoting doors to attach them to the forward frame of the
thrust reverser.
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 126
May 07
CFM56-5A/-5B
TRAINING MANUAL
PIVOTING
DOOR
SCREW
lOCKOUT
FAIRING
NORMAl OPERATION
BOlT
lOCKOUT
BOlT
FWD
RED
lOCKPlATE
STORAGE
BRACKET
BOlT
CTC--0-0
RED
lOCKPlATE
INhIBIT POSITION
ThRUST REVERSER DEACTIVATION
EFFECTIVITY
TOC
lOCKOUT
BOlT
T/R CONTROL
SYSTEM
nacelle
Page 127
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
T/R CONTROL
SYSTEM
nacelle
Page 128
May 07
CFM56-5A/-5B
TRAINING MANUAL
exhaust system
EFFECTIVITY
TOC
exhaust
system
nacelle
Page 129
May 07
CFM56-5A/5B
TRAINING MANUAL
EXHAUST SYSTEM
The exhaust system supplies an exit for the turbine
exhaust gases. The system increases the turbine exhaust
gas velocity to increase engine thrust.
To control the direction of the exhaust gases, the system
uses the following components:
- A primary nozzle.
- A centerbody.
The primary nozzle and the centerbody are attached to
the aft of the turbine rear frame.
They give:
- An annular exhaust passage to the primary airflow.
- A passage to bypass air.
- A passage to vent air.
The engine exhaust passes between the inner surface
of the primary nozzle and the outer surface of the
centerbody.
Engine bypass air passes over the outer surface of the
primary nozzle.
The centerbody is open at the aft end to let the engine
vent to atmosphere.
EFFECTIVITY
TOC
exhaust
system
nacelle
Page 130
May 07
CFM56-5A/-5B
TRAINING MANUAL
SECONDARY AIRFlOW (BYPASS AIR)
PRIMARY AIRFlOW
VENTING AIRFlOW
CENTERBODY
FOR VENT AIR
PRIMARY NOZZlE
FOR ExhAUST
ExhAUST
SYSTEM
CTC--0-00
ExhAUST SYSTEM GENERAl DESCRIPTION
EFFECTIVITY
TOC
exhaust
system
nacelle
Page 131
May 07
CFM56-5A/5B
TRAINING MANUAL
EXHAUST SYSTEM
Primary nozzle.
The primary nozzle directs the primary exhaust gas aft
and regulates the gas flow.
(-5B):
An enhanced acoustic performance chevron nozzle has
been developed to comply with the aircraft noise level
standard requirement. This nozzle is mostly installed on
A321s.
It is fastened to the outer aft flange of the engine turbine

rear frame (TRF).
The primary nozzle consists of:
- A forward flange for attachment to the TRF aft flange.
- Inner and outer skins made of conventional stiffened
sheet metal.
- A forward bulkhead to link the two skins.
- A spring seal, attached to the outer barrel, to
interface with the pylon.
Water drainage is provided by holes in both the inner and
outer skins:
- One hole located at the lowest point of the inner
skin.
- Five holes located aft of each outer skin stiffener.
EFFECTIVITY
TOC
exhaust
system
nacelle
Page 132
May 07
CFM56-5A/-5B
TRAINING MANUAL
A
ExISTING
NOZZlE
VIEW
CFM56-5A/-5B
PYlON
SEAl
STIFFENER
RINGS
OUTER
SKIN
ENhANCED ACOUSTIC
PERFORMANCE
ChEVRON NOZZlE
VIEW
CFM56-5B ONlY
INNER
SKIN
FWD
ENGINE
ATTACh RING
PRIMARY NOZZlE DESIGN
CTC--0-0
EFFECTIVITY
TOC
FORWARD
BUlKhEAD
exhaust
system
nacelle
Page 133
May 07
CFM56-5A/5B
TRAINING MANUAL
EXHAUST SYSTEM
Centerbody.
The centerbody is located at the aft section of the
nacelle, installed in the center of the primary nozzle.
It is bolted to the inner aft flange of the engine turbine
rear frame (TRF), and can be accessed after the primary
nozzle has been removed.
The purpose of the centerbody outer surface is to
calibrate the exhaust areas, while smoothing the primary
exhaust gases.
The inner portion of the centerbody vents the engine
sumps to atmosphere.
It features 3 internal stiffeners which ensure its rigidity,
and behind each stiffener, 2 drain holes.
EFFECTIVITY
TOC
exhaust
system
nacelle
Page 134
May 07
CFM56-5A/-5B
TRAINING MANUAL
INTERNAl
STIFFENER
(x3)
VIEW
TRF OUTER
AFT FlANGE
FWD
TRF INNER
AFT FlANGE
CENTERBODY lOCATION
CTC--0-0
EFFECTIVITY
TOC
exhaust
system
nacelle
Page 135
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
exhaust
system
nacelle
Page 136
May 07
CFM56-5A/-5B
TRAINING MANUAL
nacelle systems
EFFECTIVITY
TOC
nacelle systems Page 137

nacelle
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
nacelle systems Page 138

nacelle
May 07
CFM56-5A/-5B
TRAINING MANUAL
engine hydraulic system
EFFECTIVITY
TOC
engine
hydraulic system
nacelle
Page 139
May 07
CFM56-5A/5B
TRAINING MANUAL
ENGINE HYDRAULIC SYSTEM

The aircraft has three main hydraulic systems. They
are identified as the Green, Blue and Yellow systems.
Together they supply the main aircraft systems with
hydraulic power.
The three systems are not hydraulically connected.
The three systems are each pressurized by one main
pump. The Green system pump is connected to the left
engine and the Yellow system pump is connected to
the right engine. The Green and Yellow pumps supply
hydraulic power when their related engine operates. The
electric pump of the Blue system starts automatically
when any one of the engines operates.
The three system main pumps are usually set to operate
permanently. If necessary (because of a system fault, or
for servicing), the pumps can be set to off from the flight
compartment.
Two Power Transfer Units (PTU) enable power transfer
between the green and yellow hydraulic systems if the
pressure difference is more than 500 PSI (3,45 MPa).
However, no hydraulic pressure is transferred but the
PTU of the highest system restores pressure of the lower
system.
EFFECTIVITY
TOC
engine
hydraulic system
nacelle
Page 140
May 07
CFM56-5A/-5B
TRAINING MANUAL
40VU
20VU
BlUE
RESERVOIR
GREEN
RESERVOIR
RAT
YEllOW
RESERVOIR
ElEC.
PUMP
ENG.
1
ENG.
2
P
M
ElEC.
PUMP
hAND
PUMP
M
P
PTU
AIRCRAFT
SYSTEMS
AIRCRAFT
SYSTEMS
AIRCRAFT
SYSTEMS
REVERSE
ENG. 1
REVERSE
ENG. 2
P
PRIORITY
VAlVE
PRIORITY
VAlVE
AIRCRAFT hYDRAUlIC SYSTEMS
CTC--00-0
EFFECTIVITY
TOC
engine
hydraulic system
nacelle
Page 141
May 07
CFM56-5A/5B
TRAINING MANUAL

The purposes of the engine hydraulic system are:
- To pump hydraulic fluid from the reservoir to different
aircraft equipment and the engine thrust reverser.
- To supply the dedicated aircraft hydraulic circuits
with clean pressurized hydraulic fluid.
- To drain and clean hydraulic leakage from the
hydraulic pump and return it to the aircraft
hydraulic reservoir.
- To indicate a low output pressure from the hydraulic
pump, and a hydraulic filter clogged condition.
The engine hydraulic system is located around the

engine fan case, on the left hand side, and consists of the
following equipment:
- The engine driven hydraulic pump, installed on the
forward flange of the accessory gearbox.
- The suction line.
- The pressure line.
- The case drain hydraulic filter, installed at 9 oclock,
which filters the return flow of fluid.
- The case drain line.
- The low pressure indicating switch, installed at the
9.30 oclock position, which monitors the supplied
pressure.
To access the engine hydraulic system equipment, the
left hand side fan cowl must be opened.
The engine hydraulic system lines are connected on the
left side of the pylon, at the fluid disconnect panel.
EFFECTIVITY
TOC
engine
hydraulic system
nacelle
Page 142
May 07
CFM56-5A/-5B
TO hYDRAUlIC
SYSTEMS
TRAINING MANUAL
hYDRAUlIC
RESERVOIR
hYDRAUlIC FIRE
ShUT OFF VAlVE
hYDRAUlIC
JUNCTION
BOx
OPENShUT
SUCTION lINE
WING
COllECTOR
hP lINE
T/R RETURN lINE
CASE DRAIN lINE
T/R ShUT-OFF
VAlVE
(OPTIONAl)
SUCTION lINE
PRESSURE lINE
lOW PRESSURE
INDICATING
SWITCh
CASE DRAIN
hYDRAUlIC
FIlTER
COUPlING
hAlF
hCU
TO PRIMARY
lOCKS
TO
ACTUATORS
PRESSURE
DElIVERY hOSE
hYDRAUlIC
PUMP
FWD
CASE
DRAIN hOSE
ENGINE hYDRAUlIC SYSTEM - hYDRAUlIC JUNCTION BOx
EFFECTIVITY
TOC
hYDRAUlIC
SUCTION hOSE
SOV
CASE DRAIN
lINE
CTC--0-0
PYlON
engine
hydraulic system
nacelle
Page 143
May 07
CFM56-5A/5B
TRAINING MANUAL

Engine-driven pump.
Physical description.
The engine-driven pumps (EDP, one pump per engine)

supply Yellow and Green hydraulic systems with hydraulic
pressure.
The pump is a variable-displacement type. The rotating

assembly turns as long as the engine operates.
Location.
The engine-driven pump (EDP) is attached to the
accessory gearbox at the bottom of the engine. The
attachment flange of the pump has keyhole slots for
the installation of attachment bolts. The suction line
connection has a quick-release self-sealing coupling.
Together, they make it possible to replace the pump
quickly.
EFFECTIVITY
TOC
A solenoid valve (controlled from the flight compartment)

makes it possible to change the operation of the pump
so that it does not supply pressure to the system
(depressurized mode). The EDP includes a blocking valve
which isolates the pump from the hydraulic system when
the pump operates in the depressurized mode.
The pump then operates with zero flow.
The pump is connected to three lines:
- Hydraulic fluid supply line.
- Output pressure line
- Case drain line.
engine
hydraulic system
nacelle
Page 144
May 07
CFM56-5A/-5B
TRAINING MANUAL
KEYhOlE SlOT
CASE DRAIN lINE
SUPPlY lINE
SEAl DRAIN
CONNECTION
OUTPUT lINE
VIEW
ElECTRICAl CONNECTION
SOlENOID VAlVE
hYDRAUlIC PUMP
DRIVE PAD
YEllOW AND GREEN

SYSTEMS ONlY
FWD
CTC--0-0
ENGINE-DRIVEN PUMP (ACCORDING TO VERSION)
EFFECTIVITY
TOC
engine
hydraulic system
nacelle
Page 145
May 07
CFM56-5A/5B
TRAINING MANUAL

Case drain filter module.
EDP.
The case drain filter cleans the case drain fluid from the
engine-driven pumps (EDP) before it goes back to the
reservoir.
If you operate the engine fire switch and if the EDP runs
for five minutes, you must inspect the EDP case drain
filter for pump damage and replace the filter.
The EDP case drain filters are located on each engine,

on the case drain line between the EDP and the hydraulic
disconnect panel on the pylon.
Physical description.
The case drain filter is a non-bypass type with a 15
micron, non-cleanable, cartridge type filter element.
The case drain filter has the following components:
- A filter head which includes the hydraulic connector,
a clogging indicator and an anti-spill device.
- A filter bowl.
- A replaceable filter element.
The case drain lines are threaded-type fittings.
EFFECTIVITY
TOC
engine
hydraulic system
nacelle
Page 146
May 07
CFM56-5A/-5B
VIEW
TRAINING MANUAL
A
FWD
A
FIlTER
hEAD
OUTlET
PORT
ClOGGING
INDICATOR
ANTI-SPIll
DEVICE
INlET
PORT
FIlTER
ElEMENT
FIlTER
ElEMENT
FIlTER
BOWl
FIlTER
BOWl
CASE DRAIN FIlTER
CTC--0-0
EFFECTIVITY
TOC
engine
hydraulic system
nacelle
Page 147
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
engine
hydraulic system
nacelle
Page 148
May 07
CFM56-5A/-5B
TRAINING MANUAL
engine bleed air system
EFFECTIVITY
TOC
engine
bleed air system Page 149
nacelle
May 07
CFM56-5A/5B
TRAINING MANUAL
ENGINE BLEED AIR SYSTEM

Pneumatic system.
The pneumatic system supplies with compressed air the
airplane user systems.
The aircraft pneumatic system can be fed by engine
1 and/or 2, the Auxiliary Power Unit (APU), and the
pneumatic ground air connection.
The pneumatic manifold collects the compressed air from
the sources and supplies it to the user systems.
The purpose of the manifold valves is to:
- Control the flow of bleed air.
- Isolate the manifold into left and right sides.
- Control the flow of manifold air into the user
systems.
EFFECTIVITY
TOC
The airplane systems that use pneumatic power are:

- Engine start systems.
- Air conditioning and pressurization systems.
- Engine inlet cowl anti-ice systems.
- Wing thermal anti-ice systems.
- Water tank pressurization system.
- Hydraulic reservoir pressurization system (LH
engine only).
Pneumatic system controls and indications are:
- Monitoring computers.
- Cockpit 30VU panel.
- ECAM system display.
The controls and indications use 28V DC.
engine
nacelle
May 07
CFM56-5A/-5B
AIR COND.
(TRIM AIR V.)
TRAINING MANUAL
hYD RESERV.
PRESSURE
WATER TANK
PRESSURE
PACK 1
PACK 2
WING
ANTI-ICE
CARGO
hEAT
ENG
START
PRV
STARTER
VAlVE
IP
STARTER
hP
ENG
START
PRV
hYDRAUlIC
RESERVOIR
(lh ONlY)
APU
hPV
ENGINE 2
STARTER
VAlVE
IP
STARTER
COMMAND
PRESSURE
lINE TO ANTI-ICE
VAlVE
NACEllE AIR
INlET ANTI-ICE
hP
COMMAND
PRESSURE
lINE TO ANTI-ICE
VAlVE
NACEllE AIR
INlET ANTI-ICE
PNEUMATIC SYSTEM
CTC--0-0
EFFECTIVITY
TOC
CROSSBlEED
VAlVE (x-FEED)
hP GROUND
CONNECTION
hPV
ENGINE 1
WING
ANTI-ICE
engine
nacelle
May 07
CFM56-5A/5B
TRAINING MANUAL

Pneumatic system - Functional description.
APU bleed air.
The pneumatic system supplies with hot, high pressure

air to the relevant aircraft systems.
The APU supplies bleed air to the pneumatic manifold.

An APU check valve protects the APU from engine bleed
air flow.
Pneumatic manifold.
Controls and indications.
The pneumatic manifold gets high pressure air from the
source systems and supplies it to the user systems.
Engine bleed air.
There is one bleed air system for each engine. The
engine bleed system controls bleed air temperature and
pressure.
Engine bleed air precooler system.
The control of the pneumatic system is usually automatic.

Bleed-air Monitoring Computers (BMC) control the
automatic functions.
Manual controls with pushbutton and selector switches
are available on the overhead 30VU panel.
The monitoring of the pneumatic system operation is
done on the ECAM System Display.
The precooler system controls the engine bleed air

temperature. The Fan Air Valve and the Fan-Air Valve
Control Thermostat control the flow of fan air to the
precooler.
EFFECTIVITY
TOC
engine
nacelle
May 07
CFM56-5A/-5B
TRAINING MANUAL
T
CT
TO BMC
PRECOOlER
S
CT
OVERBOARD
ENG
START
FAV
BlEED
Powerplant
23C
C
TO BMC
OPV
lO
23C
h
hI
IP
VAlVE
POSITION
TO
BMC
FAN
IP
hP
TAT +19C
SAT +18C
lO
hYDRAUlIC
RESERVOIR
(lh ONlY)
COMMAND PRESSURE
lINE TO ANTI-ICE VAlVE
CTC--0-0
APU
1
hP
23 h 56
IP
G.W. 60300 KG
C.G 28 1%
AMBER:
OVERPRESSURE
OVERTEMPERATURE
30VU
AIR COND OVERhEAD PANEl
PNEUMATIC SYSTEM
EFFECTIVITY
ANTI
ICE
44 PSI
205C
GND
hP
h
hI
BMC2
ENGINE 1
NACEllE
AIR INlET
ANTI-ICE
200C
ECAM
BMC1
PRESSURE
TEMPERATURE
DETECTORS
RAM
AIR
TO BMC
hPV
TOC
200C
ANTI
ICE
44 PSI
205C
PRV
TO
BMC
Aircraft
engine
nacelle
May 07
CFM56-5A/5B
TRAINING MANUAL

The purposes of the bleed air system are:
- To extract air from the High Pressure Compressor.
- To select the air source from the HPC 5th or 9th
stage.
- To regulate the output pressure and temperature
before the air is delivered to the aircraft distribution
system.
To access the system, the left hand side fan cowl and the
thrust reverser C duct must be opened.
All the valves are fitted with E-seals that require
inspection, and, if necessary, replacement.
The engine bleed air system is installed in the nacelle

within the core compartment, on the left hand side of
each engine between the 8 and 2 oclock positions (ALF).
The main elements of the system are:
- The Intermediate Pressure Check Valve (IPC), that
uses HPC 5th stage air.
-The High Pressure Bleed Valve (HPV), that uses
HPC 9th stage air.
-The Bleed Pressure Regulator Valve (PRV).
-The Overpressure Valve (OPV).
-The bleed air precooler exchanger.
-The temperature and pressure sensors.
-The air ducts.
-The electrical harnesses.
-The Bleed-air Monitoring Computers (BMC).
EFFECTIVITY
TOC
engine
nacelle
May 07
CFM56-5A/-5B
TRAINING MANUAL
BlEED PRESSURE
REGUlATOR VAlVE
FAN AIR
VAlVE
BlEED AIR MONITORING

COMPUTER (BMC)
FAN AIR VAlVE

CONTROl
ThERMOSTAT
INTERMEDIATE PRESSURE
ChECK VAlVE
BlEED AIR
PRECOOlER
ExChANGER
5Th STAGE
DUCT
9Th STAGE
DUCT
POWERPlANT
hIGh PRESSURE
BlEED VAlVE
BlEED PRESSURE
REGUlATOR VAlVE
CONTROl SOlENOID
ENGINE BlEED AIR SYSTEM
CTC--0-0
EFFECTIVITY
TOC
OVERPRESSURE
VAlVE
AIRCRAFT
engine
nacelle
May 07
CFM56-5A/5B
TRAINING MANUAL

System pressure operation.
The operation of the HP Bleed Valve (HPV) and the IP
Check Valve is linked to the 5th and 9th stage pressures
from the HP Compressor.
The bleed pressure regulator valve regulates the outlet

pressure of the airflow to the aircraft distribution at
44psig.
The Overpressure Valve (OPV) protects the system
against damage if overpressure occurs.
5th and 9th stage engine bleeds.

At low engine speed, 5th stage air is not sufficient for the
pneumatic system demands and the 9th stage supplies
bleed air. At high engine speed the HP bleed valve
closes, and the 5th stage supplies bleed air. The bleed
pressure regulator valve controls the closing of the HP
bleed valve.
The HP bleed valve pneumatically limits the downstream
static pressure to 36 psig. It closes fully pneumatically
when the upstream static pressure reaches 120 psig.
The bleed pressure regulator valve (PRV) receives the
airflow from the HP bleed valve or the IP check valve.
EFFECTIVITY
TOC
engine
nacelle
May 07
CFM56-5A/-5B
TRAINING MANUAL
PRESSURES PSIG
FUllY ClOSED
85
OPV
75
STARTS TO ClOSE
VAlVES
OPV
RE-OPENS WhEN PRESSURE IS BElOW 35 PSIG
PRV
ClOSED BY BMC WhEN:

- DOWNSTREAM OVERTEMP 257C MORE ThAN
60 SECONDS.
- DOWNSTREAM OVERPRESSURE 57 PSIG MORE
ThAN 15 SECONDS.
- PYlON OVERhEAT
- APU BlEED VAlVE NOT ClOSED
- CORRESPONDING ENGINE SAV OPENED.
- REVERSE FlOW (DETECTED BY PRV).
hPV
ClOSES WhEN UPSTREAM PRESSURE REAChES

120 PSIG
44
PRV
36
hPV
OPERATING CONDITIONS
CORE SPEED
SYSTEM PRESSURE OPERATION
CTC--0-00
EFFECTIVITY
TOC
engine
nacelle
May 07
CFM56-5A/5B
TRAINING MANUAL

IP check valve (5th stage).
The 5th stage IP check valve prevents 9th stage bleed
airflow from entering the 5th stage bleed port.
The IP check valve is fitted with two flappers.
The IP check valve is part of the engine bleed air
system. It is on the left side of the engine high pressure
compressor case (at the 9 oclock position).
Functional description.
The valve lets airflow go in the direction of the arrow. It
stops airflow in the opposite direction.
Two semicircular flappers control airflow. Normal airflow
opens the flappers. Reverse airflow closes the flappers.
NOTE:
Install the bleed air check valve so that the flow arrow
points away from the 5th stage bleed port.
EFFECTIVITY
TOC
engine
nacelle
May 07
CFM56-5A/-5B
TRAINING MANUAL
hINGE PIN
VIEW
STOP PIN
VAlVE BODY
FlAPPERS
CTC--0-00
INTERMEDIATE PRESSURE ChECK VAlVE
EFFECTIVITY
TOC
engine
nacelle
May 07
CFM56-5A/5B
TRAINING MANUAL

HP Bleed Valve.
The HP Bleed Valve is a 4 in. dia. butterfly-type valve
which operates as a shut-off and pressure regulating
valve.
The HP bleed valve is normally spring-loaded closed in
the absence of upstream pressure.
A minimum pressure of 8 psig is necessary to open the
valve.
The HP bleed valve contains three main parts:
- A valve body.
- A pneumatic actuator.
- A regulator assembly.
A pneumatic sense line connects the HP bleed valve

with the bleed pressure regulator valve (PRV) in order to
make sure that the HP bleed valve will close when bleed
pressure regulator valve is controlled closed.
A manual override is provided to set the valve in the
closed position.
(-5B):
The engine bleed air is connected by a sense line to the
HP bleed override solenoid.
This solenoid causes the HP bleed valve to close
pneumatically during cruise in normal bleed condition.
The HP bleed valve is located on the engine core area at

the 9 oclock position.
The HP bleed valve pneumatically limits the downstream
static pressure to 36 psig. It fully closes when the
upstream static pressure reaches 120 psig.
EFFECTIVITY
TOC
engine
nacelle
May 07
CFM56-5A/-5B
VIEW
ElECTRICAl
CONNECTOR
TRAINING MANUAL
A
FROM BlEED
PRESSURE REGUlATOR
VAlVE (PRV)
ACTUATOR
ASSEMBlY
FIlTER
COVER
PlATE
VIEW
B
CFM56-5A
TEST PORT
B
BUTTERFlY
POSITION INDICATOR
AND MANUAl OVERRIDE
lOCKING
PIN
CFM56-5B
hIGh PRESSURE BlEED VAlVE
CTC--00-0
EFFECTIVITY
TOC
engine
nacelle
May 07
CFM56-5A/5B
TRAINING MANUAL

Bleed Pressure Regulator Valve (PRV).
PRV operation is fully pneumatic.
The PRV is a 4 in. dia. butterfly-type valve, it

pneumatically regulates the downstream pressure to
44psig.
It is controlled in closed position by crew action on:

- ENG FIRE pushbutton switch.
- ENG BLEED pushbutton switch.
It closes automatically in the following cases:

- Overtemperature downstream of the precooler
exchanger.
- Overpressure downstream of the PRV.
- Ambient overheat in pylon/wing/fuselage ducts
surrounding areas.
- APU bleed valve not closed.
- Corresponding starter valve not closed.
The thermal fuse installed in the valve body causes the

valve to close at 450 more or less 25 deg.C.
The PRV is located on the engine core area at the 10

oclock position.
A manual override is provided to position the valve in the

closed position.
Solenoid HP Bleed Override.
The solenoid, when energized by the BMC, permits to
control closure of the HP Bleed Valve.
The PRV contains three main parts:

- A valve body.
- A pneumatic actuator.
- A regulator assembly.
EFFECTIVITY
TOC
engine
nacelle
May 07
CFM56-5A/-5B
TRAINING MANUAL
VIEW
A
VIEW
SOlENOID hP BlEED
OVERRIDE
ElECTRICAl
CONNECTOR
ElECTRICAl
CONNECTOR
FIlTER
ACTUATOR
ASSEMBlY
CFM56-5A
VIEW
B
COVER
PlATE
BUTTERFlY
CFM56-5B
POSITION INDICATOR
AND MANUAl OVERRIDE
CTC--0-0
BlEED PRESSURE REGUlATOR VAlVE
EFFECTIVITY
TOC
TRAIlING
PROBE
EDGE
engine
nacelle
May 07
CFM56-5A/5B
TRAINING MANUAL

Bleed Pressure Regulator Valve Control Solenoid.
The bleed pressure regulator valve control solenoid
is installed downstream of the precooler exchanger to
control the bleed pressure regulator valve.
It includes:
- A thermostat body assy.
- A solenoid sub-assembly.
- A non-return sub-assembly.
The bleed pressure regulator valve control solenoid
continuously senses the temperature of the air from the
bleed air precooler exchanger of the bleed air system.
It also monitors the differential pressure between the
upstream side of the bleed pressure regulator valve
and the downstream side of the bleed air precooler
exchanger.
It controls pneumatically the air supply through the bleed
air system by closing the bleed pressure regulator valve.
EFFECTIVITY
TOC
engine
nacelle
May 07
CFM56-5A/-5B
TRAINING MANUAL
VIEW
ElECTRICAl
CONNECTOR
A
FIlTER
TO PRESSURE
REGUlATOR
VAlVE (PRV)
SOlENOID
ASSEMBlY
FROM PRECOOlER
UPSTREAM
ATTAChMENT
PlATE
FIlTER
NON RETURN
ASSEMBlY
ThERMOSTAT
ASSEMBlY
SAFETY
VAlVE
CFM56-5B
CTC--0-0
CFM56-5A
BlEED PRV CONTROl SOlENOID (ACCORDING TO VERSION)
EFFECTIVITY
TOC
ATTAChMENT
PlATE
FROM
PRECOOlER
UPSTREAM
engine
nacelle
May 07
CFM56-5A/5B
TRAINING MANUAL

Overpressure Valve.
The Overpressure Valve (OPV) is installed downstream
of the PRV.
It protects the system against damage if overpressure
occurs.
When the upstream pressure increases and reaches

75PSIG, the OPV starts to close. This decreases the
air flow and so reduces the downstream pressure. At
85PSIG upstream pressure the OPV is fully closed, it
opens again when the upstream pressure has decreased
to less than or equal to 35 PSIG.
The OPV is a 4 in. dia. butterfly-type valve, it contains two

main parts:
- A valve body.
- An actuator assembly.
The OPV is equipped with a test port which serves to
perform an in situ test.
A microswitch in the OPV signals the extreme open
position.
OPV operation is fully pneumatic. It cannot be controlled
from the cockpit.
In normal conditions the valve is spring-loaded open.
EFFECTIVITY
TOC
engine
nacelle
May 07
CFM56-5A/-5B
VIEW
TRAINING MANUAL
A
ACTUATOR
ASSEMBlY
VIEW
ACTUATOR
ASSEMBlY
ElECTRICAl
CONNECTOR
VAlVE
BODY
ASSEMBlY
ElECTRICAl
CONNECTOR
FWD
POSITION
INDICATOR
TEST
PORT
TEST PORT
BUTTERFlY
VAlVE BODY
ASSEMBlY
CFM56-5A
CFM56-5B
CTC--0-00
BUTTERFlY
OVERPRESSURE VAlVE (ACCORDING TO VERSION)
EFFECTIVITY
TOC
POSITION
INDICATOR
engine
nacelle
May 07
CFM56-5A/5B
TRAINING MANUAL

Engine bleed air cooling system.
The engine bleed air cooling system is installed in the
nacelle within the core compartment, on the left hand
side of each engine between the 11 and 12 oclock
positions (ALF).
The purpose of the engine bleed air cooling system is to
control the temperature of engine bleed air before it goes
to the aircraft pneumatic manifold.
The main elements of the system are:
- Bleed air precooler exchanger.
- Fan air valve.
- Fan air valve control thermostat.
Operation of the precooler system is automatic.
To access the system, the left hand side fan cowl and the
thrust reverser C duct must be opened.
EFFECTIVITY
TOC
engine
nacelle
May 07
CFM56-5A/-5B
TRAINING MANUAL
Powerplant
Aircraft
FAN AIR
FAN AIR VAlVE

CONTROl
ThERMOSTAT
FAN AIR
VAlVE
hOT AIR INlET
FROM PRV
TO AIRCRAFT
PNEUMATIC
SYSTEM
BlEED AIR
PRECOOlER
ExChANGER
OVERBOARD FAN
ExhAUST AIR
CTC--0-0
PNEUMATIC - BlEED AIR PRECOOlER SYSTEM
EFFECTIVITY
TOC
engine
nacelle
May 07
CFM56-5A/5B
TRAINING MANUAL

Fan Air Valve (FAV).
The Fan Air Valve controls the flow of fan air to
the precooler exchanger.
A manual override serves to close the valve mechanically

on the ground.
A thermal fuse installed on the valve body closes the
valve if the nacelle temperature reaches 450 deg.C.
The FAV is a 5.5 in. dia. butterfly-type valve, normally

spring - loaded closed in the absence of pressure. It is
located on top of the engine.
The FAV contains the following parts:
- A valve body.
- An actuator assembly.
- A manual override.
- A thermal fuse.
The FAV regulates the dowstream precooler exchanger
temperature to 200 deg.C.
A thermostat installed downstream of the precooler
exchanger senses the hot air temperature and sends to
the valve a pressure signal corresponding to precooler
cooling air demand. The FAV butterfly takes a position to
maintain the temperature value of air bleed within limits.
EFFECTIVITY
TOC
engine
nacelle
May 07
CFM56-5A/-5B
TRAINING MANUAL
VIEW
ACTUATOR ASSEMBlY
VENT SCREW
ElECTRICAl
CONNECTOR
ADJUSTABlE STOP
COVER PlATE
BUTTERFlY
VIEW
TEST PORT
OVERPRESSURE VAlVE
POSITION INDICATOR
AND MANUAl OVERRIDE
B
FAN AIR VAlVE (FAV)
CTC--0-00
EFFECTIVITY
TOC
FROM FAN AIR VAlVE

CONTROl ThERMOSTAT
engine
nacelle
May 07
CFM56-5A/5B
TRAINING MANUAL

Fan Air Valve Control Thermostat.
The fan air valve control thermostat is installed
dowstream of the bleed air precooler exchanger. It
controls the butterfly plate of the fan Air valve.
The fan air valve control thermostat contains two mains
parts:
- A temperature sensing element.
- A pressure regulator.
The fan air valve control thermostat controls, through the
fan air valve (FAV), the engine fan cooling airflow in order
to maintain the bleed air temperature to 200 deg.C.
When the temperature downstream of the precooler
exchanger is below the required value, the FAV remains
closed.
When the temperature is over the required value, a
pressure signal is sent to the opening chamber of the
FAV.
Between both values the FAV butterfly has an
intermediate position.
EFFECTIVITY
TOC
engine
nacelle
May 07
CFM56-5A/-5B
TRAINING MANUAL
VIEW
FIlTER
A
TO FAN
AIR VAlVE (FAV)
ATTAChEMENT
PlATE
TUBE
CTC--0-0
FAN AIR VAlVE CONTROl ThERMOSTAT (ACCORDING TO VERSION)
EFFECTIVITY
TOC
engine
nacelle
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
engine
nacelle
May 07
CFM56-5A/-5B
TRAINING MANUAL
drive generator
EFFECTIVITY
TOC
drive
generator
nacelle
Page 175
May 07
CFM56-5A/5B
TRAINING MANUAL
DRIVE GENERATOR
Drive generator.
The drive generator has the following components:
- Integrated drive generator (IDG).
- Fuel/oil cooler.
- Quick attach/detach (QAD) adapter.
Integrated drive generator.
The drive generators are the normal source of AC power
in flight. There are two IDGs on the airplane. Each
supplies 115/200 V AC, 400 Hz power. Each IDG can
supply up to 90 kVA.
The IDG has an oil cooling system, which comprises two
components:
- Fuel/oil cooler.
- IDG oil cooler.
The IDG has a constant speed drive section and a
generator. The IDG weighs 125 pounds (57 kg).
Quick attach/detach (QAD) adapter.
The Quick attach/detach (QAD) adapter attaches the IDG
to the engine accessory gearbox (AGB).
EFFECTIVITY
TOC
drive
generator
nacelle
Page 176
May 07
CFM56-5A/-5B
VIEW
TRAINING MANUAL
A
IDG OIl
COOlER
ElEC
DC 1
BAT 1
28V
150A
TR 1
28V
150A
DC BAT
BAT 2
28V
150A
DC ESS
ESS TR
AC 1
GEN 1
26%
116V
400hZ
IDG 1 90C
EMER GEN
AC ESS
APU
TAT +19C
SAT +18C
DC 2
VIEW
AC 2
GEN 2
26%
116V
400hZ
IDG 2 80C
G.W. 60300 KG
C.G 28 1%
IDG OIl
COOlER
ECAM
IDG (ACCORDING
TO VERSION)
IDG (ACCORDING
TO VERSION)
CFM56-5B
CFM56-5A
DRIVE GENERATOR
CTC--00-0
EFFECTIVITY
TOC
TR 2
28V
150A
drive
generator
nacelle
Page 177
May 07
CFM56-5A/5B
TRAINING MANUAL
GENERATOR DRIVE
Integrated drive generator (continued).
The IDG components that you service or inspect are:
- Push-to-vent valve.
- Electrical connectors.
- Phase lead terminal.
- Disconnect reset ring.
- Oil filter.
- Differential pressure indicator (pop-out).
- Oil level sight glass.
- Drain plug.
- Pressure fill adapter.
(-5B):
Charge and scavenge oil filters.
There are two remove-and-replace oil filters on the IDG.
You check and replace both filters at scheduled intervals.
You should always replace old filters by new filters.
The charge oil filter is downstream of the charge pump.
If this filter clogs, a differential pressure valve opens and
let oil bypass the filter. There is no indication if the filter
clogs.
The scavenge filter is downstream of the scavenge pump.
The differential pressure indicator shows if the filter clogs.
EFFECTIVITY
TOC
(ALL):
Oil servicing.
You do the oil servicing of the IDG at the pressure fill port.
You must push the push-to-vent valve to release IDG
case air pressure before adding oil.
IDG oil pressure fill.
A quick fill coupling installed on the transmission casing
enables pressure filling or topping up the unit with oil.
The oil thus introduced flows to the transmission via the
scavenge filter and external cooler circuit. This ensures:
- The priming of the external circuit.
- The filtration of any oil introduced.
A drain plug at the bottom of the IDG permits to drain the
oil from the IDG.
Oil level check.
The oil level can be read on the vertical sight glass.
Servicing is performed according to the oil level position
in zones determined by different colors (red, yellow,
green).
NOTE:
Make sure that the engine has been shut down for 5
minutes minimum before checking oil quantity.
drive
generator
nacelle
Page 178
May 07
CFM56-5A/-5B
TRAINING MANUAL
IDENTIFICATION
PlATES
VIEW
MODIFICATION
PlATE
A
VIEW
INPUT SPlINE
ShAFT
ElECTRICAl
CONNECTOR C
ElECTRICAl
CONNECTOR
A
ElECTRICAl
CONNECTOR
B
VENT VAlVE
DISCONNECT
RESET RING
OIl lEVEl
SIGhT GlASS
SCAVENGE FIlTER
P INDICATOR
SCAVENGE FIlTER
PhASE lEAD
TERMINAl
OVERFIll
DRAIN PlUG
CTC--0-0
ChARGE OIl
FIlTER
OIl-IN
PORT
PRESSURE
FIll ADAPTER
INTEGRATED DRIVE GENERATOR (ACCORDING TO VERSION) (CFM56-5B)
EFFECTIVITY
TOC
OIl-OUT PORT
drive
generator
nacelle
Page 179
May 07
CFM56-5A/5B
TRAINING MANUAL
GENERATOR DRIVE
(-5A):
Oil filter.
There is a remove-and-replace oil filter on the IDG. You
check and replace the filter at scheduled intervals. You
should always replace an old filter with a new filter.
The oil filter is downstream of the scavenge pump. The
differential pressure indicator shows if the filter clogs.
EFFECTIVITY
TOC
drive
generator
nacelle
Page 180
May 07
CFM56-5A/-5B
TRAINING MANUAL
VIEW
QAD
B
GEARBOx
A
VIEW
PUSh TO
VENT VAlVE
FWD
P IND. BUTTON
(SIlVER END. RED
CYlINDRICAl SIDE)
ElECTRICAl
CONNECTORS
OIl FIlTER
DISCONNECT
RESET RING
TERMINAl
BlOCK
CASE DRAIN
PlUG
SIGhT
GlASS
OIl OUT
PORT
CTC--0-00
OIl IN
PORT
OVERFlOW
DRAIN PORT
INTEGRATED DRIVE GENERATOR (CFM56-5A)
EFFECTIVITY
TOC
PRESSURE
FIll PORT
drive
generator
nacelle
Page 181
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
drive
generator
nacelle
Page 182
May 07
CFM56-5A/-5B
TRAINING MANUAL
engine fire protection and detection systems
EFFECTIVITY
TOC
fire protection/
detection systems
nacelle
Page 183
May 07
CFM56-5A/5B
TRAINING MANUAL
ENGINE FIRE PROTECTION/DETECTION SYSTEM

Engine fire protection system.
The engine fire protection system is integrated within the
general engine nacelle components and also at the
bottom forward section of the aircraft pylon.
The purposes of the engine fire protection system are:
- To detect overheat.
- To detect fire.
- To limit fire area.
- To extinguish fire.
The system interfaces with the low pressure fuel shut-off
valve, the EIU and the Bleed Monitoring Computer
(BMC).
EFFECTIVITY
TOC
fire protection/
detection systems
nacelle
Page 184
May 07
CFM56-5A/-5B
TRAINING MANUAL
COCKPIT
INDICATION
A/C
FUEl
SYSTEM
EIU
hYDRAUlIC
SYSTEM
DETECT OVERhEAT
CTC--0-0
ENGINE FIRE
PROTECTION SYSTEM
DETECT FIRE
lIMIT
FIRE AREA
ExTINGUISh
FIRE
FIRE PROTECTION SYSTEM PURPOSES
EFFECTIVITY
TOC
BMC
fire protection/
detection systems
nacelle
Page 185
May 07
CFM56-5A/5B
TRAINING MANUAL

Engine fire detection system.
Fire detector.
The purpose of the engine fire detection system is to

detect and identify any fire source, and to transmit this
information to the cockpit.
The purpose of the fire detector is to detect any overheat

or fire source and transmit this information to the fire
detection unit (FDU).
On each engine, there are two independent and

continuous loops for fire detection. The loops are
connected in parallel to separate channels of a Fire
Detection Unit (FDU).
Each fire and overheat detector has a sensing element

and responder assembly. The detector has two sensing
functions. It responds to an overall average temperature
threshold or to a highly localized discrete temperature
caused by impinging flame or hot gases.
One FDU, located in the avionics compartment, is

provided for each engine. They process signals
received from the fire detectors.
The fire detection system is located in 2 areas around the
engine, and one at the engine/aircraft interface.
The system consists of:
- 2 fire detectors under the accessory gearbox.
- 2 fire detectors on the core engine at 10 and 2
oclock.
- 2 fire detectors near the pylon fire wall.
The detection of a fire by one of the responders causes

the closure of the corresponding ALARM switch.
The FIRE warning signal is transmitted through the FDU
to the cockpit, at the following locations:
- ENG/APU FIRE panel (1WD): ENG/FIRE
pushbutton switch.
- ENG panel (115VU): ENG/FIRE/FAULT annunciator.
- MASTER WARN light.
- Upper ECAM display unit: ENG 1 (2) FIRE and fire
extinguishing procedure.
- Lower ECAM display unit: engine page.
The Continuous Repetitive Chime (CRC) sounds.
EFFECTIVITY
TOC
fire protection/
detection systems
nacelle
Page 186
May 07
CFM56-5A/-5B
TRAINING MANUAL
CORE FIRE
DETECTORS
PYlON FIRE
DETECTOR
FIRE
DETECTORS
CFM56-5A
FAN FIRE
DETECTOR
CFM56-5B
TGB
FWD
RESPONDER
hOUSING
SENSING
ElEMENT
FIRE
DETECTORS
FIRE DETECTORS
CTC--0-00
EFFECTIVITY
TOC
fire protection/
detection systems
nacelle
Page 187
May 07
CFM56-5A/5B
TRAINING MANUAL

Engine fire extinguishing system.
Operation.
The engine fire extinguishing system puts out fires in the

engine compartment.
When the temperature reaches the threshold of the

monitored area of the engine, the FIRE warning comes
on red on the ENG 1 (2) FIRE pusbutton switch.
To put out the fire, the engine fire extinguishing system

floods the engine compartments with halon. Two fire
extinguisher bottles supply the halon for each engine.
The components of the engine fire extinguishing system
are:
- ENG/APU FIRE panel.
- Fire extinguisher bottles (2).
- Engine fire extinguishing ports.
The ENG/APU FIRE panel (1WD) is located in the flight
compartment on the overhead panel.
The fire extinguishing system is activated. The engine

is isolated from the rest of the aircraft (hot air, fuel,
hydraulics, electrical power are closed).
When the ENG 1 (2) FIRE pushbutton switch is pushed
in, the first fire extinguisher is fired. The extinguishing
agent flows in the pipe and is sprayed in the engine
protected zones.
Thirty seconds later (after the first bottle has been
discharged), if the fire is still present, the pilot fires the
second bottle.
The two engine fire extinguisher bottles for each engine

are located in the aft section of the engine pylon.
The engine and APU fire control panel is located in the
flight compartment on the P8 panel.
The two engine fire extinguishing ports are located on the
fan and core compartments.
EFFECTIVITY
TOC
fire protection/
detection systems
nacelle
Page 188
May 07
CFM56-5A/-5B
TRAINING MANUAL
ENGINE FIRE
ExTINGUIShER
PORTS
1WD
ENG/APU FIRE PANEl
FIRE
ExTINGUIShER
BOTTlES
ENGINE FIRE
ExTINGUIShER
PORTS
CTC--0-0
ENGINE FIRE ExTINGUIShING SYSTEM
EFFECTIVITY
TOC
fire protection/
detection systems
nacelle
Page 189
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
fire protection/
detection systems
nacelle
Page 190
May 07
CFM56-5A/-5B
TRAINING MANUAL
powerplant drains
EFFECTIVITY
TOC
powerplant
drains
nacelle
Page 191
May 07
CFM56-5A/5B
TRAINING MANUAL
POWERPLANT DRAINS
Lines are provided on the engine to collect waste fluids
and vapours coming from engine systems and
accessories and drain them overboard.
The system is installed underneath the engine to collect
the fluids, a mast protrudes outside the fan cowl doors to
expell them.
The system consists of a drain collector assembly, a drain
module and a drain mast.
Fluids are transmitted to the drain module during flight.
EFFECTIVITY
TOC
powerplant
drains
nacelle
Page 192
May 07
CFM56-5A/-5B
TRAINING MANUAL
DRAIN
COllECTOR
TRANSFER
GEARBOx
DRAIN
MODUlE
FWD
DRAIN
MAST
POWERPlANT DRAINS
CTC--0-00
EFFECTIVITY
TOC
powerplant
drains
nacelle
Page 193
May 07
CFM56-5A/5B
TRAINING MANUAL
POWERPLANT DRAINS
Drain system.
The drain system gathers the fluids leaking from:
- The accessory gear box through the drain collector
assembly, all but HMU.
- The fan area (forward sump, oil scupper, fan case,
fuel return valve and oil/fuel heat exchanger).
- The core area (VBV, VST, TCC).
The collector retains fluids until 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.
Other fluids are directly expelled overboard.
Fluids which are contained in the 2 holding tanks of
the drain collector assembly, are kept until the aircraft
reaches an airspeed of 200 kts.
Then a pressure valve in the drain module admits ram air.
The ram air pressurizes the holding tanks, and
accumulated fluids are discharged overboard by the drain
mast.
EFFECTIVITY
TOC
powerplant
drains
nacelle
Page 194
May 07
CFM56-5A/-5B
PYlON
DRAINS
PYlON
FAN
DRAIN
MANIFOlD
MODUlE
CORE
DRAIN
COllECTOR
ASSEMBlY
DRAIN
COllECTOR
ASSEMBlY
ACCESSORY
GEARBOx
STARTER
24
CC
IDG
24
CC
DRAIN
MAST
FADEC: Full Authority Digital

Engine Control
FRV: Fuel Return Valve
hMU: hydromechanical Unit
IDG: Integrated Drive Generator
PMA: Permanent Magnet Alternator
TCC: Turbine Clearance Control
TRF: Turbine Rear Frame
VBV: Variable Bleed Valve
VSV: Variable Stator Vane
FAN AREA
OIl
SCUPPER
FWD
SUMP
CORE AREA
TRF
FAN
CASE
AFT
SUMP
OIl/FUEl
hEAT
ExChANGER
hMU
VBV
VSV
TCC
4 COllECTORS
WITh MANUAl
DRAIN VAlVE
FADEC
PMA
FRV
hYD
PUMP
32
CC
FUEl
PUMP
132
CC
40
CC
36.5
CC
FIRE ShIElD
lUBRICATION
UNIT
AIR
PRESSURE
VAlVE
RAM AIR
INTAKE
DRAIN SYSTEM
CTC--00-0
EFFECTIVITY
TOC
TRAINING MANUAL
FIREPROOF
COWl lINE
FRANGIBlE
DRAIN MANIFOlD
MODUlE
DRAIN
MAST
powerplant
drains
nacelle
Page 195
May 07
CFM56-5A/5B
TRAINING MANUAL
POWERPLANT DRAINS
Drain collector assembly.
The drain collector assembly is installed betwen the AGB
and the TGB.
It is composed of 4 drain collectors with manual drain
valves and 2 holding tanks.
The drain collector enables leakages to be collected
separately from 4 seals:
-Fuel pump.
-IDG.
-Starter
-Hydraulic pump.
Manual drain valves are installed at the bottom of each
collector enabling the source of leakage to be found
during troubleshooting.
Each collector is identified with the accessory seal pad to
which it is connected.
EFFECTIVITY
TOC
powerplant
drains
nacelle
Page 196
May 07
CFM56-5A/-5B
VIEW
TRAINING MANUAL
FROM FUEl
PUMP PAD
FWD
PRESSURIZED AIR
FROM DRAIN MODUlE
FROM hYDRAUlIC
PUMP PAD
FROM FUEl/OIl
hOlDING TANK
TO DRAIN MODUlE
MANUAl DRAIN VAlVE
FROM IDG PAD

FROM STARTER PAD
FROM OIl/hYDRAUlIC
hOlDING TANK
TO DRAIN MODUlE
DRAINS
DRAIN COllECTOR ASSEMBlY
CTC--0-0
EFFECTIVITY
TOC
powerplant
drains
nacelle
Page 197
May 07
CFM56-5A/5B
TRAINING MANUAL
POWERPLANT DRAINS
Drain module.
The drain module is directly attached under the engine
transfert gearbox and supports the drain mast, that
protrudes through the fan cowl doors into the airstream.
It receives the overflow from the drain collector assembly.
A valve pressurizes the holding tanks and enables fluids
to be discharged overboard through the drain mast, when
airspeed is over 200 kts.
It also receives fluids that are discharged directly
overboard through the drain mast.
EFFECTIVITY
TOC
powerplant
drains
nacelle
Page 198
May 07
CFM56-5A/-5B
VIEW
TRAINING MANUAL
A
FROM hEAT ExChANGER
FROM FUEl RETURN VAlVE

FROM OIl TANK SCUPPER
PRESSURE VAlVE
FROM DRAIN
COllECTOR ASSEMBlY
DRAIN MAST
DRAIN AND DRAIN MAST
CTC--0-00
EFFECTIVITY
TOC
powerplant
drains
nacelle
Page 199
May 07
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
powerplant
drains
nacelle
Page 200
May 07

CTC 235 Nacelle

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TRAINING MANUAL

CFMI Customer Training Center

CFMI Customer Training Services

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EGT EXHAUST GAS TEMPERATURE

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g.in GRAM X INCHES

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lbs. POUNDS, WEIGHT

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STANDARD TEMPERATURE AND PRESSURE

VARIABLE DIFFERENTIAL TRANSFORMER

CFMI Proprietary Information

IMPERIAL / METRIC CONVERSIONS

METRIC / IMPERIAL CONVERSIONS

1 m = 10.76 sq. ft.

1 m = 35.31 cu. ft.

1 psi. = 6.890 kPa

1 Pa = 1.45 10-4 psi.

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POWERPLANT - ENGINE HAZARDS

- RUN-UP PARKING MUST BE APPROVED.

INlET hAZARD AREA

hEAT AND ExhAUST

POWERPlANT - ENGINE hAZARDS AREAS

CFMI Proprietary Information

POWERPLANT - engine hazards (continued)

EAR PROTECTION IS REQUIRED

EAR PROTECTION REQUIRED

15 30 60 150 300 600 1500 3000 MINUTES

SEA lEVEl STATIC, ISA +10C, 70% RElATIVE hUMIDITY

15 30 60 150 300 600 1500 3000 MINUTES

15 30 60 150 300 600 1500 3000 MINUTES

SEA lEVEl STATIC, ISA +10C, 70% RElATIVE hUMIDITY

15 30 60 150 300 600 1500 3000 MINUTES

POWERPlANT - ACOUSTICAl hAZARD AREAS

RADIAl DISTANCE FROM ENGINE IN METERS

RADIAl DISTANCE FROM ENGINE IN METERS

PROlONGED ExPOSURE EVEN

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CFMI Proprietary Information

Also, various inlets and outlets allow cooling and venting

The nacelle right side features the following items:

NACEllE - EQUIPMENT ACCESS POINTS (CFM56-5B)

CFMI Proprietary Information

The nacelle left side features the following items:

The nacelle right side features the following items:

COOlING AIR INlET

NACEllE - EQUIPMENT ACCESS POINTS (CFM56-5A)

CFMI Proprietary Information

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