Gen Fam Ata70 CFM 56 5B PDF

A321
TECHNICAL TRAINING MANUAL
GENERAL FAMILIARIZATION COURSE
70 POWER PLANT (CFM56-5B)

This document must be used for training purpose only
Under no circumstances should this document be used as a reference.
It will not be updated.
All rights reserved.

No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of Airbus Industrie.
_A321 TECHNICAL TRAINING MANUAL
GENERAL FAMILIARIZATION COURSE 70 POWER PLANT (CFM56-5B)
UF10100 TABLE OF CONTENTS Page
ENGINE - GENERAL
** General (1) .................................... 1
POWER PLANT
** Power Plant Installation Presentation (1) .... 5
ENGINE
** Engine Presentation (1) ...................... 15
ENGINE FUEL AND CONTROL
FUEL
** Engine Fuel System D/O (3) ................. 33
CONTROL (FADEC)
** FADEC Presentation (1) ..................... 39
** FADEC Architecture (1) ..................... 43
IGNITION AND STARTING
** Ignition & Starting SYS Presentation (1) .... 49
AIR
** Air System Presentation (1) .................. 55
ENGINE CONTROLS
** ENG Controls & Indicating Presentation(1) ... 65
** Engine Thrust Control Architecture (1) ...... 73
EXHAUST
THRUST REVERSER
** Thrust Reverser SYS Presentation (1) ...... 77
OIL
** Oil System D/O (3)............................ 83
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70 - ENGINE - GENERAL
70-00-00 GENERAL
CONTENTS:
Engine Characteristics
Pylon
Nacelle
Engine Control
Self Examination
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GENERAL
ENGINE CHARACTERISTICS
The Airbus A319/A320/A321 are powered by two CFM

International CFM56-5B/P turbofan engines.
These engines can produce a thrust from 22000 lbs to
33000 lbs (9980 kg to 14970 kg) depending on the
aircraft version set by the engine data programming
plug.
The engines are flat rated from ISA + 15°C (86°F) up
to ISA + 30°C (113°F) depending on the engine rating.
PYLON
The engines are attached to the lower surface of the

wings by pylons.
The pylons provide an interface between the engine and
the aircraft for electrics and fluids.
NACELLE
The engine is enclosed in a nacelle which provides

aerodynamic airflow around the engine and ensures
protection for the accessories.
ENGINE CONTROL
The engine includes a Full Authority Digital Engine

TMU70CA03-T01 LEVEL 1
Control (FADEC) which provides engine control,

engine monitoring and help for maintenance and trouble
shooting.
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TMU70CA03-P01 LEVEL 1
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SELF EXAMINATION
To which temperature is the engine flat rated ?

A - ISA + 15°C (86°F)
B - ISA + 30°C (113°F)
C - up to ISA + 30°C (113°F) depending on
the engine rating.
How is the thrust rating defined on the CFM56-5B/P?

A - By FADEC control.
B - By a cockpit selection.
C - By an engine data programming plug.
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71 - POWER PLANT
71-00-00 POWER PLANT INSTALLATION

PRESENTATION
CONTENTS :
General
Engine Mounts
Inlet Cowl
Fan Cowl Doors
Thrust Reverser "C"Duct Doors
Exhaust
Nacelle Left Side Access Panels
Nacelle Right Side Access Panels
Self examination
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POWER PLANT INSTALLATION PRESENTATION
GENERAL
Here are the main items of the power plant structure

and its installation.
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ENGINE MOUNTS INLET COWL
The engine is attached to the pylon by two mounts. The inlet cowl is a fixed structure which ensures
proper engine inlet airflow for the whole envelope.
The forward mount or thrust mount transmits the efforts The air inlet is anti-iced.
in all directions except roll axis torque.
The aft mount transmits the efforts in all directions
except forward and aft to allow engine thermal
expansion.
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FAN COWL DOORS THRUST REVERSER "C" DUCT COWL DOORS
The fan cowl doors allow access to the fan case mounted The thrust reverser "C"duct cowl doors provide ducting
accessories. for fan air exhaust.
They are latched at their bottom center line and when
opened, they are maintained in position by two hold The thrust reverser "C"duct cowl doors may be opened
open rods. to get access to the core engine mounted accessories.
The thrust reverser "C"duct cowl doors are maintained
open by hold open rods.
Due to their weight, the thrust reverser "C" duct doors

are operated by an hydraulic actuator using a manual
hand pump.
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EXHAUST NACELLE LEFT SIDE ACCESS PANELS
The fixed exhaust directs rearward engine core exhaust. For quick servicing, the nacelle is equipped with
The exhaust is composed of the primary nozzle and the access panels and inspection doors
center body.
On the fan cowl left side, an oil access door is
provided for engine oil servicing and master chip
detector electrical visual indicator inspection.
NACELLE RIGHT SIDE ACCESS PANELS
On the right side of the fan cowl, a starter valve

access door is provided for manual override operation.
the inlet cowl anti icing duct is accessible via a
panel.
NOTE: In certain cases the aerodynamic strake, on the

outboard side of the nacelle, is not installed.
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SELF-EXAMINATION
An oil tank access door is provided for servicing :

A - On the right side fan cowl door.
B - On the left side fan cowl door.
C - On the left side thrust reverser "C"duct
door.
A starter valve access panel is provided for manual

operation :
A - On the right side fan cowl door.
B - On the left side fan cowl door.
C - On the left side thrust reverser "C"duct
door.
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72 - ENGINE
72-00-00 ENGINE PRESENTATION
CONTENTS:
Modular Conception
Low Pressure (LP) Rotor
High Pressure (HP) Rotor
Combustion Chamber
Accessory Drive
Accessory Gearbox
Aerodynamic Stations
Borescope Ports
Self Examination
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ENGINE PRESENTATION
MODULAR CONCEPTION
The CFM56-5B/P, made of four primary modules, permits

easy replacement at modular maintenance level.
Four primary modules :
- 1: Fan and LP compressor
- 2: HP compressor, combustion chamber and HP
turbine
- 3: LP turbine and turbine rear frame
- 4: Transfer and accessory gearboxes.
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ENGINE PRESENTATION
LOW PRESSURE (LP) ROTOR
The Low Pressure or N1 rotor, supported by three

bearings, consists of a fan and a four-stage compressor
driven by a four stage turbine.
- Bearing 1B : thrust ball bearing
- Bearings 2R and 5R : roller bearings.
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ENGINE PRESENTATION
HIGH PRESSURE (HP) ROTOR
The High Pressure or N2 rotor, supported by one

double bearing at the front and one roller bearing
at the rear, consists of a nine-stage compressor
driven by a single stage turbine.
- Dual bearings : 3B (thrust ball bearing)
3R (roller bearing)
- Bearing 4R (roller bearing).
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ENGINE PRESENTATION
COMBUSTION CHAMBER
The combustion chamber is of the annular type.
It has ports for twenty fuel nozzles and two igniter

plugs.
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ENGINE PRESENTATION
ACCESSORY DRIVE
The accessory gearbox is mounted on the fan casing

lower part.
It is driven by the HP rotor via a transfer gearbox.

Both transfer and accessory gearboxes are
separately replaceable modules.
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ENGINE PRESENTATION
ACCESSORY GEARBOX
The accessory gearbox is equipped with mounting pads

to drive the accessories.
All gears are plug-in units with line replaceable

magnetic carbon seals.
The Integrated Drive Generator (IDG), the hydraulic

pump and the starter are installed using Quick
Attach-Detach (QAD) connections.
The accessory gearbox overall shape is designed to

allow for external nacelle aerodynamic line
optimization.
NOTE : a handcranking drive is provided on the front

face.
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ENGINE PRESENTATION
AERODYNAMIC STATIONS
Here are the main aerodynamic stations.

- STA 0 : nose cowl inlet
- STA 2 : fan inlet front frame hub section
- STA 12 : fan inlet front frame tip section
- STA 13 : fan Outlet Guide Vane (OGV) discharge
- STA 25 : HP compressor inlet
- STA 3 : HP compressor discharge
- STA 5 : low pressure turbine discharge
- STA 49.5 : exhaust gas temperature
measuring plane.
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ENGINE PRESENTATION
BORESCOPE PORTS
Several ports are provided on the engine for

borescope inspection.
- Diameter A = 0.39 inch (10 mm).
- Diameter B = 0.31 inch (8 mm).
Borescope port angles are measured clockwise from top

vertical centerline of engine, aft looking forward.
NOTE : The HP turbine blade leading edges can be

inspected through the ignitor holes.
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SELF EXAMINATION
How is the accessory gearbox driven ?

A - By the HP rotor.
B - By the LP rotor.
C - By the HP rotor via the transfer gearbox.
What bearings support the HP rotor ?

A - Nº3 (dual bearing) and Nº4.
B - Nº2 and Nº4.
C - Nº2 and Nº3 (dual bearing).
The aerodynamic station Nº3 is :

A - The HP compressor inlet.
B - The HP compressor discharge.
C - The combustion chamber discharge.
TMU72CA02 LEVEL 1
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73 - ENGINE FUEL AND CONTROL - FUEL
73-10-00 ENGINE FUEL SYSTEM D/O
CONTENTS:
General
Fuel Feed
Metered Fuel
Servo Fuel
IDG Oil Cooling
Fuel Return
Self Examination
TMU73CB03 LEVEL 1
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ENGINE FUEL SYSTEM D/O
GENERAL The fuel nozzle filter protects the fuel nozzles from
any contaminants that may still be left in the fuel.
The engine fuel system is designed to provide : The BSV is hydraulically controlled and operated via
- fuel flow into the combustion chamber, a BSV Control solenoid installed on the HMU. It closes
- servo fuel for compressor airflow control and a manifold at low fuel flow to provide a better nozzle
engine clearance system actuation spray.
- cooling for engine oil and IDG oil. When the ENGine MASTER control is set to "OFF", the
LP and HP fuel shut-off valves are closed, and a
FUEL FEED hydraulic shut-off signal is sent from the HMU to the
Fuel Return Valve (FRV).
The fuel coming from the aircraft tanks through the
LP valve is driven by the Low Pressure stage of the SERVO FUEL
fuel pump.
It is heated by the main oil/fuel heat exchanger, Filtered fuel is delivered, from a self cleaning wash
filtered, and then pressurized in the High Pressure filter, through a servo fuel heater to the servo valves
stage of the fuel pump before entering the of the HMU.
Hydro-Mechanical Unit (HMU). Part of this fuel is also delivered to the Fuel Return
Valve as muscle pressure.
METERED FUEL In the HMU, the servo valves are hydraulically driven
by torque motors controlled by the ECU to provide the
The fuel from the fuel pump passes through a Fuel operation of :
Metering Valve (FMV) and an HP fuel pressurizing and - Transient Bleed Valve (TBV)
Shut-Off Valve included in the HMU. - Low Pressure Turbine Active Clearance Control
The fuel then goes through the fuel flow meter, the (LPTACC)
fuel nozzle filter and the Burner Staging Valve (BSV) - Variable Stator Vanes (VSV)
to the nozzles. - High Pressure Turbine Active Clearance Control
The Fuel Metering Valve is controlled by the ECU to (HPTACC)
TMU73CB03-T01 LEVEL 1
obtain the desired N1, selected either by the thrust - Burner Staging Valve (BSV)
lever or the Auto Thrust System. - Variable Bleed Valves (VBV)
- Fuel Metering Valve (FMV).
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TMU73CB03-P01 LEVEL 1
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IDG OIL COOLING
The fuel bypassed from the HMU and returned from servos
is used to cool the IDG oil through the IDG oil cooler.
The fuel then returns to the fuel pump interstage and
recirculates through the system.
If the engine oil gets too hot, the ECU controls the
Fuel Return Valve to allow some hot fuel to return to
the aircraft tanks.
The ECU uses the Engine Oil Temperature as its
reference because the engine oil gets hot as the IDG
oil gets hot, due to the recirculating fuel going
successively through the engine and IDG oil/fuel heat
exchangers.
The Fuel Return Valve mixes cold fuel from LP pump
with the hot return fuel to reduce thermal stresses.
The pressure holding valve ensures that there is always
pressure in the return line, to prevent fuel from
boiling.
FUEL RETURN
The Fuel Return Valve is electrically controlled by

the ECU, and hydraulically operated by the servo fuel.
It receives a hydraulic shut-off signal at engine
shut-down and is closed by a spring.
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TMU73CB03 LEVEL 1
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SELF EXAMINATION
What is the purpose of the Fuel Return Valve in

there circulation system ?
A - To depressurize the fuel system at
engine shut-down.
B - To provide better fuel filtering.
C - To maintain IDG oil, engine oil and fuel
temperature within limits.
What happens when the ENG MASTER lever is set to

OFF ?
A - Both LP and HP fuel shut-off valves are
closed.
B - Only the HP fuel shut-off valve is
closed.
C - Only the LP valve is closed.
Which valve ensures the adequate fuel flow to the

nozzles ?
A - The Fuel Metering Valve.
B - The pressurizing and Shut-Off Valve.
C - The Burner Staging Valve.
TMU73CB03 LEVEL 1
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73 - ENGINE FUEL AND CONTROL - CONTROL

(FADEC)
73-20-00 FADEC PRESENTATION
CONTENTS:
General
FADEC Functions
Power Supply
Self Examination
TMU73CF02 LEVEL 1
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FADEC PRESENTATION
GENERAL Engine control :

- Fuel control regulation
The engine control is built around a Full Authority - Power management control
Digital Engine Control system, which serves as an - Burner Staging Valve control (BSV)
interface between the aircraft and the engine control
- Fuel Return Valve control (FRV)
and monitoring components.
- Variable Bleed Valve control (VBV)
The FADEC system of each engine consists of a dual - Variable Stator Vane control (VSV)
channel Electronic Control Unit (ECU), with its - Transient Bleed Valve control (TBV)
associated peripherals. - High Pressure Turbine Active Clearance Control
The ECU is the computer of the FADEC system and is (HPTACC)
located on the engine. - Low Pressure Turbine Active Clearance Control
(LPTACC)
FADEC : Full Authority Digital Engine Control.
ECU : Electronic Control Unit. Engine/Aircraft Integration :
- Automatic and manual starting
- Thrust reverser control
FADEC FUNCTIONS - Autothrust
- Engine indication
The FADEC provides the regulation and scheduling of
- Engine maintenance data
the engine systems to control the thrust and optimize
engine operation.
- Condition monitoring data
POWER SUPPLY
The FADEC performs the following control functions :
The FADEC system is self-powered by a dedicated
permanent magnet alternator when N2 is greater than
TMU73CF02-T01 LEVEL 1
12%, and is powered by the aircraft for starting, as

a backup and for testing with engine not running.
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SELF EXAMINATION
What does the FADEC consist of ?

A - One main frame computer for all engines.
B - The ECU and its peripherals, per engine.
C - A single ECU and its peripherals, for
both engines.
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73 - ENGINE FUEL AND CONTROL - CONTROL

(FADEC)
73-20-00 FADEC ARCHITECTURE
CONTENTS:
Dual Channel
Dual Inputs
Hardwired Inputs
Dual Outputs
Bite Capability
Fault Strategy
Fail Safe Control
Main Interfaces
Self Examination
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FADEC ARCHITECTURE
DUAL CHANNEL DUAL OUTPUTS
The FADEC system is fully redundant and built All the ECU outputs are double, but only the channel
around two independent control channels. in control supplies the engine control signals to the
Dual inputs, dual outputs and automatic switch over various receptors such as torque motors, solenoids.
from one channel to the other eliminate any dormant The other channel calculation is used for
failure. cross-checking.
The Engine Control Unit consists of two channels (A
and B). Each channel can control the different BITE CAPABILITY
components of the engine systems.
Channels A and B are permanently operational. The ECU is equipped with a BITE system which provides
The channel in control manages the system. maintenance information and test capabilities via the
MCDU.
DUAL INPUTS
FAULT STRATEGY
All control inputs to the FADEC system are doubled.
Only some secondary parameters used for monitoring Using the BITE system, the ECU can detect and
and indicating are single. isolate failures.
To increase the fault tolerant design, the parameters It also allows the ECU to switch engine control
are exchanged between the two control channels (inside from the faulty channel to the healthy one.
the ECU) via the cross channel data link.
FAIL SAFE CONTROL
HARDWIRED INPUTS
If a channel is faulty and the channel in control
Most of the information exchanged between the aircraft is unable to ensure one engine function, this
and the ECU is transmitted over digital data buses, control is moved to a fail-safe position.
many signals over a single line. Example :
TMU73CG01-T01 LEVEL 1
In addition, some signals are hard-wired directly from - if the channel is faulty and the channel in
the aircraft to the ECU. control is unable to control VBV position,
the valves are set to the fail-safe open
position.
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FADEC ARCHITECTURE
MAIN INTERFACES
To perform all its tasks, the ECU interfaces with

aircraft computers, either directly or via the Engine
Interface Unit (EIU), which is an interface
concentrator between the aircraft systems and the
FADEC system .
There is one EIU for each engine, located in the
avionics bay.
The ECU receives inputs from :
- Landing Gear Control and Interface Unit(LGCIU).
- Air Data Inertial Reference Units (ADIRU).
- Flight Control Unit (FCU).
- Environmental Control System Computers (ECS).
- Centralized Fault Display Interface Unit
(CFDIU).
- Cockpit engine controls including Throttle
Lever Angle (TLA), fire and anti-ice systems.
The ECU sends outputs to :
- Bleed air Monitoring Computers (BMC).
- Electronic Control Box (ECB).
- Flight Warning Computers (FWC).
- Display Management Computers (DMC).
- Flight Management and Guidance Computers
(FMGC).
- Centralized Fault Display Interface Unit
TMU73CG01-T01 LEVEL 1
(CFDIU).
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SELF EXAMINATION
In case of input loss, what happens

A-Switch over to the other channel.
B-Control goes to a fail-safe position.
C-The channel in control uses values from
the other channel.
If both windings of a torque motor fail, what

happens ?
C-The channel in control supplies the
winding of the other channel.
If one winding of a torque motor fails, what

happens ?
C-The channel in control supplies the
winding of the other channel.
TMU73CG01 LEVEL 1
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74 - IGNITION AND STARTING
74-00-00 IGNITION AND STARTING SYSTEM

PRESENTATION
CONTENTS:
General
Control and Indicating
Automatic Start
Manual Start
Cranking
Continuous Ignition
Safety Precautions
Maintenance Practices
Self Examination
TMU74CA01 LEVEL 1
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IGNITION AND STARTING SYSTEM PRESENTATION
GENERAL MANUAL START
The ignition system provides the electrical spark During a manual start, the start valve opens when
needed to start or continue engine combustion. engine MANual START pushbutton is pressed in, then the
The ignition system is made up of two independent ignition system is energized when the MASTER control
subsystems. Each subsystem includes an ignition box lever is set to the ON position.
and a spark igniter.
NOTE : there is no automatic shut down function in
The pneumatic starting system drives the engine HP manual mode.
rotor at a speed high enough for a ground or air start
to occur. The start system is made up of the start CRANKING
valve and the starter.
Engine motoring could be performed for dry cranking
CONTROL AND INDICATING or wet cranking sequences.
The Electronic Control Unit (ECU) controls the ignition NOTE : during cranking ignition is inhibited.
and starting systems either in automatic or manual
mode. CONTINUOUS IGNITION
The operation of the start valve and of the ignition
system is displayed on the ENGINE ECAM page. With engine running, continuous ignition can be
selected via the Electronic Control Unit either
AUTOMATIC START manually using the rotary selector or automatically
by the FADEC.
During an automatic start, the Electronic Control Unit
opens the start valve, then the ignition box is
energized when the HP rotor speed is nominal.
The ECU provides full protection during the start
sequence. When the automatic start is completed, the

ECU closes the start valve and cuts off ignition.
In case of an incident during the automatic start the
ECU aborts the start procedure.
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SAFETY PRECAUTIONS
Safety precautions have to be taken prior to working

in this area.
WARNING : the Electronic Control Unit sends 115 volts

to the ignition boxes, which convert it and send high
voltage, high energy pulses through the ignition leads
to the igniters.
MAINTENANCE PRACTICES
To increase aircraft dispatch, the start valve is

equipped with a manual override. For this manual
operation, the mechanic has to be aware of the engine
safety zones.
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TMU74CA01 LEVEL 1
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SELF EXAMINATION
How does the starter operate ?

A - Electrically.
B - Pneumatically.
C - Hydraulically.
In which case can the ECU abort the start ?

A - Automatic start and manual start.
B - Automatic start only.
C - Wet motoring.
Of which type is the ignition system ?

A - Low voltage, low energy.
B - Low voltage, high energy.
C - High voltage, high energy.
TMU74CA01 LEVEL 1
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75 - AIR
75-00-00 AIR SYSTEM PRESENTATION
CONTENTS:
General
Compressor Airflow Control
Active Clearance Control And Transient Bleed
ECU Cooling
Nacelle Cooling
Pneumatic Sources
Self Examination
TMU75CA02 LEVEL 1
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AIR SYSTEM PRESENTATION
GENERAL
The engine air system covers the compressor airflow

control, turbine clearance control, transient bleed
and cooling.
COMPRESSOR AIRFLOW CONTROL
To limit compressor surge and to provide good

acceleration, the engine is equipped with a Variable
Bleed Valve (VBV) system and a Variable Stator Vane
(VSV) system.
Both systems are fuel operated by the HydroMechanical
Unit (HMU) and controlled by the Electronic Control
Unit (ECU).
VBV SYSTEM
The Variable Bleed Valve (VBV) system controls airflow

from the LP compressor to the HP compressor by using
12 valves.
The VBVs discharge the LP compressor air into the fan
air stream to match LP/HP compressor airflow at low
speed and transient operations.
VSV SYSTEM
The Variable Stator Vane (VSV) system controls airflow

through the HP compressor by using the first four rows
of pivoting vanes.
The VSVs provide aerodynamic matching of the HP
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compressor stages to prevent engine surge.
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AIR SYSTEM PRESENTATION - COMPRESSOR AIRFLOW CONTROL
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ACTIVE CLEARANCE CONTROL AND TRANSIENT BLEED HPTACC SYSTEM
There are three systems independently controlled by The High Pressure Turbine Active Clearance Control
the ECU and actuated from the HMU which provide the (HPTACC) system uses stage 4 and stage 9 HP compressor
engine clearance adjustment and transient bleed. air to heat or cool the High Pressure Turbine shroud
The clearance between the blade tips and the casings support structure.
is actively controlled in order to optimize engine The shroud support structure temperature is monitored
performance using cooling air to shrink the LP and HP by the ECU using the T case sensors.
turbine casings.
LPTACC SYSTEM
The Low Pressure Turbine Active Clearance Control

(LPTACC) system uses fan air for external case cooling
of the LP turbine.
TBV SYSTEM
The Transient Bleed Valve (TBV) improves the compressor

stall margin during transient and start conditions.
The Transient Bleed Valve unloads the HP compressor
by discharging stage 9 HP compressor air in the LP
turbine cavity.
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AIR SYSTEM PRESENTATION - ACTIVE CLEARANCE CONTROL AND TRANSIENT BLEED
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ECU COOLING NACELLE COOLING
The Electronic Control Unit (ECU) is aerodynamically The fan and core compartments which form the nacelle
cooled to maintain its internal temperature below are cooled by airflows around the engine during its
maximum limits. operation.
A flush inlet scoop, located on the inlet cowl outer
barrel, supplies ram air through a duct to the ECU. FAN COMPARTMENT
This air is then discharged into the fan compartment
ventilation zone. The fan case and accessories are cooled and ventilated
by air entering two flush inlet scoops located on the
inlet cowl outer barrel.
Then the air exits the fan compartment through an
outlet port located at the lower section of the right
hand fan cowl door.
CORE COMPARTMENT
The core compartment is cooled and ventilated by fan

air entering flush inlets located at the forward
section of the core cowl.
The the air exits the core compartment through the
annular vent located at the interface between the core
cowl and the primary nozzle.
A nacelle temperature sensor monitors the core
compartment temperature.
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AIR SYSTEM PRESENTATION - ECU COOLING/NACELLE COOLING
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PNEUMATIC SOURCES
The engine provides pneumatic sources to feed the

Active Clearance Control subsystems and also to supply
the inlet cowl anti-ice (5th compressor stage) and the
customer bleed (5th and 9th compressor stages).
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AIR SYSTEM PRESENTATION - PNEUMATIC SOURCES
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SELF EXAMINATION
Which unit supplies servo pressure to the VSV

actuators ?
A - The hydromechanical unit.
B - The hydraulic pump of each engine.
C - The hydraulic power supply of the
aircraft.
What is used to cool the fan and core compartments ?

A - Ram air for both compartments.
B - Fan air both compartments.
C - Ram air for the fan compartment and fan
air for the core compartment.
Which air is used to feed the HPTACC system ?

A - Fan air.
B - HP compressor 5th stage air.
C - HP compressor 4th and 9th stage air.
TMU75CA02 LEVEL 1
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76 - ENGINE CONTROLS
76-00-00 ENGINE CONTROLS AND INDICATING

PRESENTATION
CONTENTS:
General
Throttle levers
Engine Start Panel
Engine Manual Start Panel
FADEC Ground Power Panel
Engine 1 (2) Fire Panel
Indicating
Self Examination
TMU76CA01 LEVEL 1
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ENGINE CONTROLS AND INDICATING PRESENTATION
GENERAL In autothrust control mode, the N1 is commanded by

the ECU according to the thrust target demand from
The engine controls are located on the overhead panel the FMGC.
and on the center pedestal. The throttle levers are used as a limit mode selector
The indications are given on the ECAM displays. device. In automatic thrust, the throttle levers do
not move.
THROTTLE LEVERS
The throttle levers are installed on the center

pedestal.
The throttle lever positions are transmitted by
electrical signals to the FADEC systems.
Each throttle lever is fitted with a reverse thrust
latching lever and an auto-thrust instinctive
disconnect pushbutton.
The throttle quadrant is graduated from 0 to 45°. Idle

is at 0°, the lever is moved in forward sector for
thrust and in the aft sector for reverse thrust.
The throttle lever has three detents marked CL (Climb),
FLX/MCT (FLeXiBle take-off or Maximun Continuous
Thrust), TOGA (Take-Off, Go-Around).
In the aft sector, the throttle lever also has a detent
at the beginning of the REVerse zone and a stop marked
FULL (FULL reverse) at the end of this zone.
Note that MCT position is also used for Flexible
Take-Off, which is a reduced power setting.
In manual thrust control mode the throttle lever acts

exactly like a throttle on traditional aircraft. So
thrust increases as you move the lever regardless of
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the detents.
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ENGINE START PANEL FADEC GROUND POWER PANEL
On the center pedestal an ENGine start panel is The FADEC is normally supplied with power by a
provided to control the engine start sequences. dedicated generator driven by the gearbox, when the
Two ENG MASTER switches with two positions, "ON" or engine is running.
"OFF", are provided to open or close the ENG 1(2) High At engine shut-down, the FADEC is still supplied from
Pressure (HP)fuel shut-off valve and command and reset the aircraft network during 5 minutes.
the FADEC functions. After the 5 minutes the FADEC is automatically
The rotary selector initiates either an IGNition START de-powered and can be re-powered for maintenance
sequence or a CRANK sequence. purposes by using the FADEC GND PWR pushbutton.
The start sequence is achieved, in automatic mode,
when the ENGine MASTER switch is set to "ON" with the ENGINE 1 (2) FIRE PANEL
"IGN START" selected.
After the start or crank sequence, the selector is set When the engine fire pushbutton is released out, for
back to the MODE NORMal position. isolation purposes, the low pressure (LP) fuel shut-off
The red FIRE indicator light is activated in case of valve is closed, and the Engine Interface Unit cuts
fire detected and the amber indicator FAULT light is off the aircraft electrical supply to the FADEC system.
activated in case of aborted start.
ENGINE MANUAL START PANEL
The ENGine MANual START panel has two guarded push

buttons to operate the corresponding start valves in
the manual start mode or during an engine cranking.
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INDICATING
The engine primary parameters are permanently

displayed on the ECAM upper display.
The screen shows the various indications and their
arrangement.
The secondary parameters are displayed on the ENGine
page of the ECAM lower display.
In case of pressure loss across the fuel filter or the
main scavenge oil filter, some additional indications
appear.
During the starting sequence, nacelle temperature is
no longer displayed; start valve position, selected
ignitor and bleed pressure indications appear.
Fuel used, oil quantity and vibration indications are
also displayed on the ECAM cruise page.
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SELF EXAMINATION
Where are the engine controls located ?

A - On the overhead panel.
B - On the overhead panel and the center
pedestal.
C - On the center pedestal.
Where are the engine primary parameters permanently

displayed ?
A - On the ECAM upper display.
B - On the ECAM lower display.
C - On the both ECAM displays.
What is the purpose of the ENGINE MASTER SWITCH ?

A - To open or close the HP fuel Shut-Off
Valve.
B - To command and reset the FADEC
functions.
C - Both to open or close the HP fuel
Shut-Off Valve and to command and reset
the FADEC functions.
TMU76CA01 LEVEL 1
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76 - ENGINE CONTROLS
76-10-00 ENGINE THRUST CONTROL

ARCHITECTURE
CONTENTS:
System Philosophy
Manual Thrust
Thrust Limit Selection
Thrust Limit Mode
Autothrust Function
Autothrust Active
Alpha Floor
Self Examination
TMU76CB01 LEVEL 1
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ENGINE THRUST CONTROL ARCHITECTURE
SYSTEM PHILOSOPHY AUTOTHRUST FUNCTION
The thrust control includes the same functions as a The Flight Management Guidance Computer (FMGC)
conventional aircraft : manual thrust setting, thrust computes the thrust according to the data inserted
limit selection, autothrust function. into the MCDU, the Flight Control Unit (FCU) and also
the engine parameters from the Electronic Control Unit.
MANUAL THRUST The thrust computation is sent to the ECU via the FCU
and the EIU.
In manual mode, the Electronic Control Unit (ECU)
computes a thrust corresponding to the throttle lever AUTOTHRUST ACTIVE
position.
The Electronic Control Unit controls the fuel metering In flight, the autothrust function is ensured when the
in such a way that computed fuel flow leads to a desired autothrust is engaged and active.
thrust. Autothrust engaged, Auto/THRust P/B comes on green.
Autothrust active : normally, in flight, the throttle
THRUST LIMIT SELECTION levers should be in the CLimb detent.
A thrust limit is selected when the throttle lever is ALPHA FLOOR

in a corresponding detent. The mode and its limit value
are displayed on the Engine and Warning Display. When an alpha floor condition is detected, the Flight
When the throttle lever is between two detents, the Management Guidance Computer sends a signal to the
limit value displayed corresponds to the upper detent, Electronic Control Unit to drive the engine to TAKE
but the engine thrust limit corresponds to the actual OFF thrust (TOGA) regardless of throttle lever
throttle lever position. position, autothrust engaged or not.
THRUST LIMIT MODE

The different thrust limit modes are as follows :

- IDLE,
- CLimb (CL),
- Max ConTinuous or FLEXible take off (MCT/FLX)
UF10100
- There is a mechanical stop for Take Off/Go

Around (TOGA).
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ENGINE THRUST CONTROL ARCHITECTURE
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SELF EXAMINATION
Which computer controls the engine thrust, either

in manual mode or autothrust mode?
A - FMGC.
B - FCU.
C - ECU.
What is the normal cruise detent point?

A - TO/GA.
B - FLX/MCT.
C - CL.
When the throttle lever is between two detent

points what position correspond to the thrust limit?
A - The upper detent point.
B - The lower detent point.
C - The actual throttle lever position.
TMU76CB01 LEVEL 1
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78 - EXHAUST - THRUST REVERSER

78-30-00 THRUST REVERSER SYSTEM
PRESENTATION
CONTENTS:
Reverser Design
Hydraulic Supply
Actuation
Reverser Control
Reverser Indicating
Maintenance Practice
Self Examination
TMU78CA03 LEVEL 1
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THRUST REVERSER SYSTEM PRESENTATION
REVERSER DESIGN REVERSER CONTROL
The thrust reverser system is of the aerodynamic Basically the thrust reverser system is controlled
blockage type. through the ECU from the two reverser latching levers
It consists of 4 pivoting blocker doors which stop and located on the throttle control levers.
redirect fan discharge airflow. Two doors are installed The Hydraulic Control Unit has a pressurizing valve
on each "C" duct. and a directional valve to select deploy or stow mode.
Thrust reverser operation is possible on ground only. The directional valve is operated to deploy only.
HYDRAULIC SUPPLY For third defence line purposes, the Spoiler Elevator
Computers (SECs) have previously opened the Shut Off
The thrust reverser system is hydraulically supplied Valve and the hydraulic pressure is supplied to the
by the corresponding hydraulic pump on the engine. Hydraulic Control Unit.
The thrust reverser is isolated from the hydraulic
supply by a Shut Off Valve. Then, the EIU permits reverser deployment by
energization of the inhibition relay, so the
ACTUATION directional valve could be open by the ECU.
To command the thrust reverser, the ECU needs an
Each door is operated by an hydraulic actuator. The "aircraft on ground" signal supplied by the Landing
actuators receive fluid from the Hydraulic Control Gear Control and Interface Units (LGCIUs).
Unit (HCU) which is controlled by the Electronic
Control Unit (ECU). REVERSER INDICATING
Two independent latch mechanisms maintain each
pivoting blocker door in the stowed position, one The actual state of the thrust reverser is shown on
inside the actuator and the second with the door latch. the ECAM warning display (REV indication in the middle
The door latches are hydraulically released in series of N1 dial).
at the beginning of the deploy sequence. The signals come from the stow and deploy position
switches.
Reverse thrust is allowed when reversers are deployed.
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MAINTENANCE PRACTICE
To help trouble shooting, a reverser test can be

performed through the MCDU.
For maintenance purposes or to increase aircraft
dispatch, the HCU is fitted with a deactivation lever
to deactivate the thrust reverser system.
Under the lock-out procedure, lock-out bolts should
be installed.
WARNING:
The thrust reverser system should be deactivated using
the HCU lever, before working on the system or on the
engine.
If not, the thrust reverser can accidentally operate
and cause serious injuries to personnel and/or damage
to the reverser.
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TMU78CA03 LEVEL 1
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SELF EXAMINATION
When is it possible to operate the thrust reverser

system?
A - On ground only.
B - On ground and in flight.
C - In flight only.
How is the thrust reverser actuated?

A - Electrically.
B - Hydraulically.
C - Pneumatically.
How is the thrust reverser controlled?

A - By the ECU only.
B - By the ECU and the two conditions from
Spoiler Elevator Computers and EIU
inhibition relay.
C - Directly by the reverser lever.
TMU78CA03 LEVEL 1
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79 - OIL
79-00-00 OIL SYSTEM D/O
CONTENTS
General
Oil Supply
Oil Scavenge
Oil Vent
Self Examination
TMU79CB01 LEVEL 1
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OIL SYSTEM D/O
GENERAL The anti-siphon device prevents oil from draining by

gravity from the tank through the pump into the gearbox
The engine oil system includes : after engine shutdown. It uses air from the forward
- - a supply circuit, sump.
- a scavenge circuit,
- a vent circuit. OIL SCAVENGE
It lubricates and cools the bearings of the forward
and aft sumps. It also lubricates and cools bearings The oil scavenge from the forward and aft sumps, and
and gears in the transfer and accessory gear boxes. the transfer and accessory gearboxes is sucked by four
The oil system is a "dry sump" full flow system. scavenge pumps.
A single pressure pump and four scavenge pumps of the Each pump is protected by a strainer.
gerotor type are located in a single lubrication unit. The scavenge oil then flows through a master chip
The major components of the oil system are the oil detector, then it is cooled through the servo fuel
tank, the lubrication unit, the servo fuel heater and heater and the main oil/fuel heat exchanger before
the main oil/fuel heat exchanger. returning to the oil tank.
Indicating and monitoring is provided by the detectors For ground inspection, the master chip detector which
and sensors shown on the schematic. is of an electrical type has a visual indicator
operated in case of metal particles contamination.
OIL SUPPLY For trouble shooting, a maintenance kit of 4 chip
detectors may be installed on the lower part of the
The oil from the tank flows through the supply pump lubrication unit.
and the main filter, or through the back up filter in
case of main filter clogging. It then flows to the OIL VENT
forward and aft sumps, and to the accessory and
transfer gearboxes. The venting system is in charge of connecting sumps
The supply pump pressure is not controlled, but the for oil vapor collection and sumps pressure balance.
oil output flow is, by design, always above the The air mixed with the scavenge oil is separated in
the tank by a de-aerator and vented to the forward
lubrication requirements.
A pressure relief valve bypasses part of the output sump through the transfer gearbox and radial drive
flow to protect the supply pump against abnormal output shaft.
pressure build-up. The sumps are connected together by the center vent
UF10100
If the main filter becomes clogged, a clogging switch tube which vents them to the outside air by the engine
sends a signal to the ECAM, a bypass valve opens and exhaust plug through a flame arrestor.
the oil flows through the backup filter.
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OIL SYSTEM D/O
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SELF EXAMINATION
What happens when the main oil filter is clogged ?

A - The oil flows through the bypass valve
and the backup filter.
B - The IDG oil temperature increases.
C - The engine oil temperature increases.
What does the master chip detector do in case of

metal particules detection ?
A - It sends a signal to the ECU
B - It provides a warning to the ECAM system.
C - it operates a visual indicator for
ground inspection.
TMU79CB01 LEVEL 1
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A321

TECHNICAL TRAINING MANUAL

GENERAL FAMILIARIZATION COURSE

70 POWER PLANT (CFM56-5B)

Under no circumstances should this document be used as a reference.

It will not be updated.

All rights reserved.

THIS PAGE INTENTIONALLY LEFT BLANK

The Airbus A319/A320/A321 are powered by two CFM

The engines are attached to the lower surface of the

The engine is enclosed in a nacelle which provides

The engine includes a Full Authority Digital Engine

Control (FADEC) which provides engine control,

To which temperature is the engine flat rated ?

How is the thrust rating defined on the CFM56-5B/P?

71-00-00 POWER PLANT INSTALLATION

POWER PLANT INSTALLATION PRESENTATION

Here are the main items of the power plant structure

POWER PLANT INSTALLATION PRESENTATION

POWER PLANT INSTALLATION PRESENTATION

ENGINE MOUNTS INLET COWL

POWER PLANT INSTALLATION PRESENTATION

POWER PLANT INSTALLATION PRESENTATION

FAN COWL DOORS THRUST REVERSER "C" DUCT COWL DOORS

Due to their weight, the thrust reverser "C" duct doors

POWER PLANT INSTALLATION PRESENTATION

POWER PLANT INSTALLATION PRESENTATION

EXHAUST NACELLE LEFT SIDE ACCESS PANELS

NACELLE RIGHT SIDE ACCESS PANELS

On the right side of the fan cowl, a starter valve

NOTE: In certain cases the aerodynamic strake, on the

POWER PLANT INSTALLATION PRESENTATION

An oil tank access door is provided for servicing :

A starter valve access panel is provided for manual

72-00-00 ENGINE PRESENTATION

The CFM56-5B/P, made of four primary modules, permits

ENGINE PRESENTATION - MODULAR CONCEPTION

LOW PRESSURE (LP) ROTOR

The Low Pressure or N1 rotor, supported by three

ENGINE PRESENTATION - LP ROTOR

HIGH PRESSURE (HP) ROTOR

The High Pressure or N2 rotor, supported by one

ENGINE PRESENTATION - HP ROTOR

The combustion chamber is of the annular type.

It has ports for twenty fuel nozzles and two igniter

ENGINE PRESENTATION - COMBUSTION CHAMBER

The accessory gearbox is mounted on the fan casing

It is driven by the HP rotor via a transfer gearbox.

ENGINE PRESENTATION - ACCESSORY DRIVE

The accessory gearbox is equipped with mounting pads

All gears are plug-in units with line replaceable

The Integrated Drive Generator (IDG), the hydraulic

The accessory gearbox overall shape is designed to

NOTE : a handcranking drive is provided on the front

ENGINE PRESENTATION - ACCESSORY GEARBOX

Here are the main aerodynamic stations.

ENGINE PRESENTATION - AERODYNAMIC STATIONS

Several ports are provided on the engine for

Borescope port angles are measured clockwise from top

NOTE : The HP turbine blade leading edges can be

ENGINE PRESENTATION - BORESCOPE PORTS

How is the accessory gearbox driven ?

What bearings support the HP rotor ?