CFM56 5B L3 Aug09 X

Training Manual Table of Contents
A318/A319/A320/A321 EASA Part 66 Level III
71 Power Plant - CFM56-5B Safety Precautions During Engine Ground Operations . . . . . . . . . . . . . . . . 8

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
71-00 General 72 Engine - CFM56-5B

Introduction to the CFM56 Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
72-00 General
Engine Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Engine General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Pylon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Design and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
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Nacelle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Engine Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Engine Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Engine Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Modular Conception . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Nacelle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
LP Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
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Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
HP Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
71-10 Cowling/Mounts/Connections Center-Vent Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Accessory Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Power Plant Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
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Aerodynamic Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Inlet Cowl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Borescope Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Installation of the Air Intake Cowl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Unscheduled Maintenance Checks - Inspections . . . . . . . . . . . . . . . . . . . . 12
Fan Cowl Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Inspection/Check of Foreign Object Damage (FOD) (Bird Strike Included) 13
Maintenance Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Te
“C” Ducts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
72-21 Fan and Booster Assembly
Thrust Reverser Opening Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Fan and Booster Major Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Centerbody . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Primary Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Fan and Booster Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Forward Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
No. 1 and 2 Bearing Support Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
AFT Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Fan Frame Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
SR
Fluid Disconnect Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Inlet Gearbox. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fan Electrical Connector Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Fan and Booster Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Core Electrical Junction Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
71-70 Power Plant Drains Spinner Front- and Rear Cone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Front Cone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Drain System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Spinner Rear Cone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Pylon Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Rear Cone Retention Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Maintenance Tips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Functional Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
General - Adjustment/Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Fan Blades and Disk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Fan Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Aug09/Technical Training for training purposes only

Contents - I
Copyright by SR Technics
Fan Disk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Booster Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
73 Engine Fuel and Control - CFM56-5B
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Spool Attachment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 73-00 General
Fan Blade Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Engine Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Mid span shroud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuel Feed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
72-30 HP Compressor Metered Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
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High Pressure Compressor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Servo Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Fuel Return . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Compressor Rotor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 ECU Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Compressor Stator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Engine Fuel Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
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72-40 Combustion Section Fuel Return Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Combustion Chamber (DAC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
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Combustion Case (SAC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Combustion Chamber (SAC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Engine HP Shut off Valve Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
72-50 Turbine Section Engine Master Lever Opening Command . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Te
High Pressure Turbine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Engine Master Lever Closure Command . . . . . . . . . . . . . . . . . . . . . . . . . . 10
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Burner Selection Valve (DAC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
High Pressure Turbine Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Burner Staging Valve (SAC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
High Pressure Turbine (HPT) Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Burner Staging Valve Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
HPT Shroud & Stage 1 LPT Nozzle Assembly. . . . . . . . . . . . . . . . . . . . . . . . 4 Burner Staging Valve Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Twenty Fuel Nozzle Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
SR
Low Pressure Turbine (LPT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 73-10 Distribution
LPT Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Fuel Pump Drive System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Fuel Pump Low Pressure (LP) Stage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Fuel Pump High Pressure (HP) Stage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
72-60 Accessory Drive Section Hydromechanical Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Accessory Drive Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
AGB Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Main Oil/Fuel Heat Exchanger. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Contents - II
Main Oil Fuel Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 ECU Channel A Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Heat Exchanger Core . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 ECU Channel B Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Heat Exchanger Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 ECU Channel A Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Maintenance Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 ECU Channel B Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Fuel Nozzle Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 EIU Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Fuel Nozzle Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Inputs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Fuel Nozzle Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
IDG Oil Cooler. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Supply Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
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IDG Cooler Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 FADEC/Interfaces Differences between Classic and Enhanced . . . . . . . . 14
.......................................................... 21 TCM Protection Function Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Engine System Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
73-20 Controlling CFDS ENG Pages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
FADEC Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Electronic Control Unit “ECU” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
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FADEC Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 ECU Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
FADEC Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 ECU Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
FADEC Benefits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 ECU Architecture. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
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FADEC Principle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Front Panel Electrical Connectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Engine Rating/Identification Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Coding Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Power Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Fuse Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Te
Engine Limit Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Certified Thrust Ratings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Engine Systems Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Bump Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Thrust Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Plug Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Start and Ignition Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Previous, or new Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
ECU Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Coding Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Fuel Return Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Push-Pull Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
5B and 5B/P Differentiation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
SR
FADEC Architecture. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ECU Electrical Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Engine Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 N1 Trim Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Powering N2<15% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 PMUX (Engine Condition Monitoring) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Powering N2>15% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Auto Depowering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 EGT Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
FADEC Ground Power Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Pressure Sub-System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Permanent Magnetic Alternator / PMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Pressure Sub-System Interfaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
ECU Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Speed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Resistive Thermal Device (RTD Sensors). . . . . . . . . . . . . . . . . . . . . . . . . . 34
Thermocouples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Contents - III
Pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Ignition Boxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Vibration Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Ignition Exciters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
T12 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Igniters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Ps 13 Static Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Ignition Distribution System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
T25 Temperatur Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Ignition Lead Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
P25 Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Start Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
T3 Thermocouple . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Air Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
PS3 Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
T5 Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 74-25 CFDS
cs
N1 Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Ignition Test with the MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
N1 Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
N1 Speed Sensor Signals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 74-EE Electrical Circuits
N2 Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
ni
N2 Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 75 Air - CFM56-5B
T Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
TEO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
75-00 General
ch
73-25 CFDS Air System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine System Report / Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Airflow Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Active Clearance Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
ECU and Nacelle Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Te
EIU Bite and Test Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Nacelle Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
NAC/TB (DAC Engines only). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
74 Ignition / Starting - CFM56-5B TBV (SAC Engines only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Nacelle Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4
7
Pneumatic Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
74-00 General
SR
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 75-20 Cooling
Automatic Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 HP Turbine Active Clearance Control System (HPTACC) . . . . . . . . . . . . . . 2
Manual Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Continuous Relight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Description/Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Crank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
T Case Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
74-20 Distribution LP Turbine Active Clearance Control (LPTACC) System . . . . . . . . . . . . . . . 8
Precautions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Ignition Distribution System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Description/Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Contents - IV
LPTACC Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Flight Management and Guidance Computer . . . . . . . . . . . . . . . . . . . . . . . . 1

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Engine Thrust Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Automatic Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
75-30 Compressor Control Manual Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Variable Bleed Valve System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 77 Engine Indicating - CFM56-5B
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
cs
Variable Stator Vane System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 77-00 General
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 77-10 Power
ni
N1 Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
76 Engine Controls - CFM56-5B N2 Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
ch
77-20 Temperature
76-00 General EGT Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Controls Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 77-30 Analyzers
Te
Engine FADEC Ground Power Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Accelerometers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Manual Start Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Engine Vibration Monitoring Unit (EVMU) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Throttle Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Vibration Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Interfaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Throttle Lever Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Reverse Thrust Latching Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 77-35 CFDS
Mechanical Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
SR
CFDS Specific Page Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Throttle Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 EVMU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Autothrust Disconnect Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 EVMU Specific Page Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Throttle Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 EVMU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Mechanical Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 EVMU Specific Page Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Mechanical Linkage Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 ACC. Reconfiguration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Mechanical Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
78 Exhaust - CFM56-5B
76-10 Power Control
Engine Thrust Control Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Fadec . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Contents - V
78-00 General 78-35 CFDS

Exhaust General - Description and Operation . . . . . . . . . . . . . . . . . . . . . . . 2 Thrust Reverser Test with the MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 79 Oil - CFM56-5B
Thrust Reverser General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Thrust Reverser Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
79-00 General
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Sump Philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
cs
78-30 Thrust Reverser General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Thrust Reverse Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Oil Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Oil Scavenge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Oil Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
ni
Thrust Reverse Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Thrust Reverse Actuaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Thrust Reverse Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
79-20 Distribution
Thrust Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Engine Oil System LRU’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
ch
CFDS Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Deploy Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Oil Tank Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Selection and System Pressurizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
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Latches Unlocking and Actuators Supplying. . . . . . . . . . . . . . . . . . . . . . . . . 6 Anti-Syphon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Amber Reverser Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Lubrication Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Green Reverser Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Internally, it has 5 pumps driven by the AGB, through a single shaft. One pump
Door Deployed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 is dedicated to the supply circuit and four pumps to the scavenge circuits. 10
Stow Sequence. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Pump Design Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Scavenge Screen Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
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Amber Reverser Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Master Chip Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Door Stowed Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Magnetic Contamination Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Electrical Supply Cut Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Shut - Off Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
79-EE Electrical Circuits
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
71-79-Study Questions
71 Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
78-31 Control and Indicating 72 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
73 Engine Fuel and Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Engine Thrust Reverser LRUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
74 Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
75 Engine Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Contents - VI
76 Engine Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
77 Engine Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
78 Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
79 Engine Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
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Contents - VII
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Contents - VIII
Training Manual Power Plant CFM56-5B
A318/A319/A320/A321 71-00
71 Power Plant - CFM56-5B
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71-00-1
Copyright by SRTechnics
A318/A319/A320/A321 71-00 General
71-00 General The CFM 56 designation combines both GE and SNECMA engine dsignation sys-
tems. The CF portion is derivated from the GE Commercial Fan engine designa-
tion (CF6-6, CF6-50).
Introduction to the CFM56 Family In the SNECMA’s input, M stands for moteur (engine) and 56 is a project rank
number.
The first CFM56 engine (CFM56-2), a high by-pass, dual rotor, axial flow ad- The engine serial number prefix indicates, where the engine was assembled.
vanced technology turbofan, was designed in the mid-70’s.
Even prefix number for GE: 778XXXX
It is a product of CFMI. CFM International is a compagny jointly owned by
“GENERAL ELECTRIC” of the USA and “Société Nationale d’Etude et de Con- Odd prefix number for SNECMA: 779XXX
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struction de Moteurs d’Aviation” (SNECMA) of France. CFMI, with full backing by
parent compagnies holding equally its shares.
GENERAL ELECTRIC designs, develops and produces the high pressure sys-
tem. (Core Engine). The CFM56 core engine is basically the same as the one
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used on the F101 (B1-B bomber) and F110 (F15 / 16 fighters) engines.
GENERAL ELECTRIC is responsible for fuel system design integration, Electronic
Control Unit (ECU) and the Hydromechanical Unit (HMU)
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GENERAL ELECTRIC assembles the engine in the USA.
SNECMA designs, develops and produces the LOW pressure system, the acces-
sory drive system.
SNECMA is responsible for design and installation of the engine accessories (oth-
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er than ECU and the HMU)
SNECMA assembles the engines in France.
CFM INTERNATIONAL manages the program and marketing activities.
CFM INTERNATIONAL provides comprehensive logistics support (Parts ware-
housing, lease pool engines in both Europe and USA), technical support (includ-
ing tooling design and repair development), authorized overhaul and maintenance
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facilities, on site technical representatives, technical publications, customer train-
ing.
CFMI operates on a fixed work / fixed sales revenue spilt basis, but profits or loss-
es for each company are not shared. Depending on customer location, CFMI re-
sponsabilities are supported by distinct CFMI branches.
CFMI incorporated (Cincinnati USA) deals with customer in north and south amer-
ica and in the far east
CFM societe anonyme (Paris France) deals with customer in europe, africa and
middle east.

71-00-2
A318/A319/A320/A321 71-00 General
Figure 1: CFM International Organisation

LP SYSTEM
CORE ENGINE ACCESSORY DRIVE SYSTEM
FUEL SYSTEM DESIGN INTERGATION CONTROLS & ACCESSORIES
E. C. U. & H. M. U. ENGINE INSTALLATION
THRUST REVERSER
DESIGN
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DEVELOPMENT
MANUFACTURING
ASSEMBLY
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Jointly owned company
Uses all GENERAL ELECTRIC and One program manager
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SNECMA resources... One customer interface
...With work split 50/50
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MARKETING PRODUCT SUPPORT
CUSTOMER SATISFACTION

71-00-3
A318/A319/A320/A321 71-00 General
Engine System
Engine Characteristics
The Airbus A320 family is powered by two CFM International CFM56-5 turbofan
engines.
These engines can produce a thrust from 21600 lb (9800 kg) to 33000 lb (14970
kg) depending on the aircraft version set by the engine data programming plug.
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Pylon
The engines are attached to the lower surface of the wings by pylons.
The pylons provide an interface between the engine and the aircraft for electrics,
fluids, pneumatics and mechanical forces.
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Nacelle
The engine is enclosed in a nacelle, which provides aerodynamic airflow around
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the engine and ensures protection for the accessories.
Engine Control
The engine includes a Full Authority Digital Engine Control (FADEC) consisting of
two independent Engine Control Unit (ECU)control channels. The FADEC pro-
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vides engine control, engine monitoring and help for maintenance and trouble
shooting.
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71-00-4
A318/A319/A320/A321 71-00 General
Figure 2: Engine Characteristics - Pylon
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71-00-5
A318/A319/A320/A321 71-00 General
Engine Characteristics Figure 4: Engine Size/Weight
The CFM 56-5B is a turbofan engine produced by CFM international.

The CFM56-5B engine is a dual-rotor, variable stator, high bypass ratio turbo fan
power plant. The CFM56-5B powers the complete single aisle family of aircraft.
CFM56-5B engines are available in several thrust ratings.
All the engines are basically the same. A programming plug on the Electronic Con-
trol Unit (ECU) changes the available thrust.
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The power plant installation includes the engine, the engine inlet, the exhaust, the
fan cowls and the reverser assemblies. The pylon connects the engine to the wing
structure. The engine is attached to the pylon by forward and aft monts.
80 % of the thrust is produced by the fan.
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20 % of the thrust is produced by the engine core.
The engine characteristics are:
• Turbofan engine
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• Bypass ratio 6.2 to 1
• Full Authority Digital Engine Control System (FADEC)
• Hydraulic Reverser System
Here are the engine size and weight.
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Quick Engine Change (QEC) configuration:
• Weight 4,734 lbs (2150 kg).
Figure 3: Engine Characteristics
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71-00-6
A318/A319/A320/A321 71-00 General
Nacelle The cowling assembly consists of:

The nacelle consisting of cowls, provides protection for engine and accessories • the inlet cowl
and also ensures airflow around the engine during its operation. • fan cowl doors
The engine is enclosed by cowls. • thrust reverser “c” ducts
• the primary nozzle and the centerbody.
Figure 5: Nacelle Components
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71-00-7
A318/A319/A320/A321 71-00 General
Access Doors On the fan cowls, access doors are provided for quick maintenance.
On the fan cowls, access doors are provided for quick maintenance. Also thrust Also thrust reverser pivoting doors are installed on the thrust reverser cowls.
reverser pivoting doors are installed on the thrust reverser cowls. On the nacelle right side, a starter valve access door is provided for manual over-
On the nacelle left side, an oil access door is provided for engine oil service. ride operation.
Figure 6: Nacelle Left Side Figure 7: Nacelle Right Side
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ACTUATOR CONNECTION PRESSURE RELIEF DOOR/ FAN COMPARTMENT
ACCESS PANEL STARTER VALVE ACCESS DOOR UPPER VENTILATION
FAN COMPARTMENT ACTUATOR CONNECTION
UPPER VENTILATION INLET ACCESS PANEL
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PHONE/
GROUND
JACK
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ECU
COOLING
DEPLOY SWITCH INLET
ACTUATOR DOOR
ANTI-ICE
EXIT DUCT
DEPLOY SWITCH
ACTUATOR DOOR ACTUATOR CONNECTION AIR OUTLET PRESSURE
ACCESS PANEL RELIEF DOOR
OIL ACCESS DOOR
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FAN COMPARTMENT
FAN COMPARTMENT ACTUATOR CONNECTION LOWER VENTILATION INLET
LOWER VENTILATION INLET ACCESS PANEL
PRIMARY THRUST FAN INLET
NOZZLE REVERSER COWL COWL
INLET FAN THRUST PRIMARY
COWL COWL REVERSER NOZZLE CENTERBODY
CENTERBODY

71-00-8
A318/A319/A320/A321 71-10 Cowling/Mounts/Connections
71-10 Cowling/Mounts/Connections
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71-10-1
Power Plant Installation

Inlet Cowl
The inlet cowl is composed of an acoustical composite inner barrel, outer
barrel and a nose lip. The aluminum nose lip assembly consists of an
outer lip skin and bulkhead.
It includes installation of anti-ice system, interphone and ground jack and T12
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probe.
For removal and installation, the inlet cowl is provided with:
• 4 hoist points,
• 36 identical attach fittings,
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• 1 alignment pin.
Installation of the Air Intake Cowl
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Adjust the fan cowl doors when a new air intake cowl is installed. If the fan
cowl doors are not correctly adjusted the doors can open in flight.
Attach the air intake cowl to the engine flange with the bolts (50), the washers (5)
and (55), spacers (60) and the nuts (10), 36 places.
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Install the bolt thru the engine flange with the bolt head facing AFT. The
counter sunk side of the washer must be against the bolt head.
TORQUE the nuts to between 340 and 360 lbf.in (3.84 and 4.06 m.daN). Start with
the nuts at the 9 o’clock and 3 o’clock positions, then torque the bolts in the se-
quence as shown on the torque sequence chart.
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71-10-2
Figure 1: Inlet Cowl
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71-10-3
Fan Cowl Doors CAUTION: both hold-open rods on both doors must be engaged when door is
open.
There are two fan cowl doors to enclose the fan case and accessory gearbox area.
Each door is supported by 3 hinges at the pylon. Closing of the Fan Cowl Doors
The door assembly is latched along the bottom centerline by three latches. Make sure that the aircraft is in the same configuration as for the opening task.
Each door is provided with: Make sure that the work area is clean and clear of tools and other items.
• 3 hoist points, for removal and installation, a) Slide the lock-rings to release the hold-open rods from the attach brackets
• 2 hold open rods, for opening. on the engine case.
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b) Retract the hold-open rods.
Access doors are also provided for the start valve and the oil tank servicing.
c) Attach the hold-open rods to the storage brackets on the fan cowl doors.
An optional Integrated Drive Generator (IDG) viewing door can be provided to
Make sure the hold-open rods lock on the attach brackets.
check the IDG oil level.
d) Press the fan cowl doors together and engage the three latch hooks to the
right fan cowl door.
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Maintenance Practices
Push the front fan cowl latch closed, then the center and rear latches closed.
Opening of the Fan Cowl Doors
CAUTION: do not open the fan cowl doors if the wind speed is more than 65 knots.
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WARNING: do not open the fan cowl doors when the engine is running.
a) On the panel 115VU:
• Put a warning notice to tell persons not to start the engine 1(2).
b) Make sure that the engine 1(2) has been shut down for a least 5 minutes
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and MASTER lever at OFF position.
c) On the panel 50VU:
• Make sure that the ON legend of the ENG/FADEC GND PWR 1(2) push-
button switch is oft.
• Install a warning notice.
d) Unlock the three latches on the fan cowl doors as follows:
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1) Push the snap to release the latch handle.
2) Pull the latch handles down to disengage the latch hooks from the
right door.
e) Manually open the fan cowl doors.
f) Slide the lock rings to release the hold-open rods from the stow brackets.
g) Extend the hod-open rods to hold the doors open at either the 40-degree or
55-degree position.
h) Attach the hold-open rods to the attach brackets on the engine case.

71-10-4
Figure 2: Fan Cowl Doors
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71-10-5
“C” Ducts
The thrust reverser cowl doors are two halves which include pivoting doors and
enclose the engine core area.
Each half is supported by 3 hinges at the pylon. The assembly is latched along the
bottom centerline with 4 latches.
Each half is provided with:
• 3 attachment points to install a handling sling for removal and installation
• 1 opening actuator supplied by a hand pump and 1 hold open rod mounted on
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the fan case opening.
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71-10-6
Figure 3: Thrust Reverser Cowl Doors
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71-10-7
Thrust Reverser Opening Mechanism Push each latch handle closed until it snaps over-center and the handle stays in
the thrust reverser door slots.
Summary
Make sure that the ON legend of the ENG/FADEC GND PWR/1(2) pushbutton
switch is off.
Put a warning notice to tell persons not to energize the FADEC 1(2).
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Make the thrust reverser unserviceable (Ref. AMM TASK 78-30-00-481-041).
Open the fan cowl doors.
Release each of the four door latches of the thrust reverser as follows:
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Connect the hose of hand pump to the quick disconnect on the hydraulic junction
box.
Operate the hand pump to open the half door to 35 degrees position as follows:
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Attach the hold-open rod with the quick-release pin.
RETRACT WING SLATS BEFORE OPENING THRUST REVERSER OR
DAMAGE CAN OCCUR.
Open the half door to 45 degrees position as follows:
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Operate the hand pump to open the half door to 45 degrees.
Remove the red bolt and nut from the lug of the top lug of the hold open rod attach
fitting on the inner cowl. Put the nut on the bolt and tighten.
Remove the quick release pin that attach the hold open rod on the lower bracket.
Move the hold-open rod to the bracket of forward frame.
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Attach the hold open rod with the quick release pin.
Closing of the Thrust Reverser Doors.
Operate the hand pump to pressurize opening actuator and take the load off hold
open rod.
If the half doors were opened to the 45 degree position, put the red bolt and nut in
the upper lug of the hold open rod fitting on the inner cowl. Torque the nut to be-
tween 26 and 43.5 lbf.in (0.29 and 0.49 m.daN).
Make sure that the latch hooks on the right thrust reverser door are correctly en-
gaged in the stirrups (eyebolts) on the left thrust reverser door.

71-10-8
Figure 4: Thrust Reverser Door Latches
A
B
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LEFT-HALF
DOOR
RIGHT-HALF
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DOOR
LEFT RIGHT
HALF HALF
DOOR DOOR
FORWARD
LATCHES
LATCH
SNAP HANDLE

71-10-9
Figure 5: Hold Open Rod Installation

PYLON
A
VERTICAL
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ENGINE
CENTERLINE
B
A B
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ADAPTOR
RING
ASSEMBLY FORWARD FRAME OF
QUICK HALF DOOR
RELEASE
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PIN
35°
REVERSER HALF DOOR QUICK
IN CLOSED POSITION RELEASE
PIN REVERSER HALF DOOR
RING IN 35° POSITION
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UPPER
BRACKET
HOLD-OPEN ROD
IN CLOSED
POSITION ATTACHMENT
BRACKET
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HOLD-OPEN ROD
IN 35° POSITION
QUICK RELEASE
PIN
RING
LOWER BRACKET QUICK RELEASE

PIN

71-10-10
Figure 6: Hold Open Rod Installation
VERTICAL PYLON
ENGINE
CENTERLINE
RED BOLT
AND NUT
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C FORWARD FRAME
OF HALF DOOR
D
BEFORE INSTALLING
D HOLD OPEN ROD
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QUICK
RELEASE
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45 PIN
REVERSER HALF DOOR

IN 45 POSITION
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HOLD-OPEN ROD ATTACHMENT
IN 45 POSITION BRACKET
RED BOLT
AND NUT
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UPPER BRACKET

71-10-11
Centerbody Primary Nozzle

The centerbody provides engine center venting. The primary nozzle directs the primary exhaust gas aft and regulates the gas
It is attached to the engine inner turbine case. stream flow.
The centerbody is fixed to the inner LPT frame by means of 16 bolts. It is fastened to the aft flange of the engine turbine case.
The primary nozzle is attached to the Low Pressure Turbine (LPT) frame by
means of 16 bolts.
Figure 7: Primary Nozzle/Centerbody
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71-10-12
Forward Mount The forward mount is linked to the fan frame brackets and attached to the pylon
by four bolts and self-locking nuts.
The forward mount carries the engine thrust, vertical and side loads. It provides
the fan frame attachment to the pylon.
Figure 8: Forward Mount
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71-10-13
AFT Mount The aft mount is linked to the turbine rear frame lugs and fixed to the pylon by 4
bolts.
The aft mount restrains engine movement in all directions except forward and aft.
It provides the turbine rear frame attachment to the pylon. The cross beam fitting is a fail-safe design: it consists of two lateral parts linked by
shear pins.
Figure 9: Aft Mount
A A
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135
(4 locations)
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140
(4 locations)
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PYLON
SHEAR
PIN
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B
CAUTION
BARREL NUT MUST BE 145

INSTALLED WITH THE
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ROUNDED SIDE UP,
AS SHOWN.
BARREL
NUT 155
U 155
P (4 locations)
RETAINER 150
150
(4 locations)

71-10-14
Fluid Disconnect Panel Fluid connection lines:

The fluid disconnect panel provides the fluid connection between engine and py- • fuel supply,
lon. It is located on the LH side of the fan case upper part. • fuel return,
• hydraulic pump suction,
• hydraulic pump pressure delivery,
• case drain filter.
Figure 10: Fluid Disconnect Panel
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A
FLANGE
STA 176 (B4)
FLUID
DISCONNECT
PANEL
A
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COUPLING 175
FLANGE
HALF PRESSURE RELIEF
STA 185 (B5)
HYD SUCTION VALVE (PRV)
INTERFACE
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FLANGE
STA 199 (A2)
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HYD PRESSURE
DELIVERY
FUEL RETURN
HYD CASE DRAIN
4100KS-A
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THRUST
REVERSER
FUEL SUPPLY JUNCTION
(4 PLCS) BOX
4100KS-B
(4 PLCS)
(4 PLCS)

71-10-15
Fan Electrical Connector Panel It is located on the RH side of the fan case upper part.
The fan electrical connector panel provides interface of fan electrical harnesses
with the pylon.
Figure 11: Fan Electrical Connector Panel
A
SCAVENGE FILTER 404VC-A
CHNL B: IGNITION ARINC - ADIR ECU
ECU FAULT REVERSER INHIBIT 403VC-A
CHNL A: IGNITION ARINC - ADIR ECU
ECU FAULT REVERSER INHIBIT 402VC-A
A
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HP FUEL S/O VALVE 447VC-A
NO. 1 BEARING VIB SENSOR 448VC-A
TLA EXCITATION FADEC RESET CHNL A 406VC-A

PYLON
TLA EXCITATION FADEC RESET CHNL B 407VC-A JUNCTION
BOX
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FAN FIRE DETECTION LOOP A 408VC-A
ENG OIL PRESS, TEMP AND QTY 405VC-A FLANGE STA.
158 (B1)
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FADEC SUPPLY 401VC-A
FAN FIRE DETECTION LOOP B 409VC-A
IDG HARNESS 400VC-A
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PYLON
DUCT
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FLANGE STA.
167 (B4)
HYDRAULIC 4102KS-A
CONTROL
UNIT 4101KS-B
UPPER
FLANGE STA. STARTER
4101KS-A
199 (A2) DUCT

71-10-16
Core Electrical Junction Box It is located in the zone of the forward mount.
The core electrical junction box provides interface of core electrical harnesses with
the pylon.
Figure 12: Core Electrical Junction Box
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71-10-18
A318/A319/A320/A321 71-70 Power Plant Drains
71-70 Power Plant Drains
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71-70-1
Drain System Presentation See AMM chapter

• 71-00-00-790-002
Pylon Drains • 29-00-00-700-001
Drains are provided at the pylon rear part to evacuate and vent overboard air and for leagage limits.
any residual fluid (water, hydraulic, fuel).
Figure 1: Engine Drain
Engine Drains
Drain lines are installed on the engine to collect and drain waste fluids and vapors
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from engine systems and accessories.
This drain system consists of:
A drain collector assembly, which is attached to the aft side of the accessory gear-
box.
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It is composed of 4 drain collectors with manual drain valves for trouble shooting
and 2 holding tanks.
A drain manifold module, also attached to the aft side of the accessory gearbox,
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which supports the drain mast.
A pressure valve, which is part of the manifold, opens when the A/C airspeed
reaches 200 kts. Then ram air pressurizes the holding tanks and the accumulated
fluids are discharged overboard through the drain mast.
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The drain mast protrudes through the fan cowl doors into the airstream to evacu-
ate any residual fluids.
The drain mast is frangible below the cowl exterior surface to prevent damage to
the engine gearbox.
Early/un-modified engines also have a fuel nozzle shroud pipe drain line.
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71-70-2
Figure 2: Pylons Drains/Engine Drains
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Figure 3: Drain Collector

BRACKET
A
5 (3 PLACES)
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A RESERVOIR
BRACKET
TUBE
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10 MANIFOLD AIR/
RESERVOIR TUBE
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HYDRAULIC PAD/
RESERVOIR TUBE
FUEL RESERVOIR/
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MANIFOLD TUBE
20 (3 PLACES) IDG PAD/

MANUAL RESERVIOR
15 (3 PLACES) BLEED VALVE TUBE
(4 PLACES)
START PAD/
OIL/HYDRAULIC RESERVOIR
RESERVOIR/ TUBE
MANIFOLD TUBE

71-70-4
Figure 4: Drain Module
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71-70-5
Maintenance Tips Figure 5: For Information Only

The engine and pylon drain system is designed to collect fuel, oil, water and hy-
draulic fluid from engine systems and accessories and discharge them overboard
through the engine drain mast and the pylon drain tubes.
For troubleshooting and leak isolation a drain collector is installed on the acces-
sory gearbox. The drain collector supplies the drain manifold module, which sup-
ports the drain mast. The drain mast also has separate drains for additional leak
isolation. The pylon drain tubes collect fluids from individual pylon chambers, also
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for leak isolation.
If fluid leaks are found during transit operations, the AMM (ATA 70-00 & ATA 29-
00) lists maximum permitted leakage limits for the drain system. There are limits
for STATIC (engine not running) and DYNAMIC (engine running) conditions.
There is also a separate drain line at the drain mast trailing edge for the Fuel Man-
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ifold Shroud drain. There is NO LEAKAGE PERMITTED from this drain. Here are
some examples of leakage limits for dispatch. See the AMM for complete list.
NOTE: In the case of extreme cold weather condition (Outside Air Temperature
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(OAT) <- 20 deg.C (- 4 deg.F), fuel leaks from the drain mast (other than fuel man-
ifold drain) may occur on a non-running engine and during engine start. This leak-
age is expected to stop after a 5 minute warm-up at minimum idle.
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71-70-6
General - Adjustment/Test 71-00-00-790-008 Leak Test of the Accessory Gearbox pad (AGB)
Starter cavity (between equipement and AGB)
71-00-00-869-003 Wind Limitations During Engine Ground Operations
71-00-00-790-002 Fuel or Hydraulic or Oil Leakage Limits
71-00-00-869-004 Safety Precautions During Engine Ground Opera-
tions 71-00-00-790-005 Drain Mast Leakage Identification Procedure
71-00-00-710-001 Dry Motoring Check
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71-00-00-710-002 Wet Motoring Check
71-00-00-710-003 Engine Automatic Start
71-00-00-710-004 Engine Manual Start
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71-00-00-710-005 Start Abort
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71-00-00-710-006 Minimum Idle Check
71-00-00-710-008 Power Assurance Check
71-00-00-710-009 Vibration Check
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71-00-00-710-025 Accel Check
71-00-00-710-028 Engine Shutdown
71-00-00-750-001 Fan Trim Balance - 1 sensor 3 speed

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71-00-00-750-001-01 Fan Trim Balance - 1 Sensor 1 Speed
71-00-00-869-001 Abnormal Operation and Emergency Procedures
71-00-00-790-001 Leak Test of the Accessory-Gearbox (AGB) Carbon

Seal
71-00-00-790-006 Leak Check after the Replacement of a Sealol Seal

or a Magnetic Seal on the AGB Drive Pads of the
IDG, Hydraulic Pump, Starter and Fuel Pump

71-70-7
Safety Precautions During Engine Ground Operations
General
The operation of jet power plants is dangerous. While the engine operates, the fol-
lowing dangerous conditions can occur:
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• There is a very strong suction at the front of the engine that can pull persons
and unwanted materials into the air inlet.
• Very hot, high speed gases go rearward from the turbine exhaust nozzle.
• The fan exhaust at high thrust has very high speed.
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• When the thrust reverser is extended, the fan exhaust goes forward while the
turbine exhaust goes rearward.
• Exposure to engine noise can damage your hearing.
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71-70-8
Figure 6: Minimum Idle
INLET HAZARD DIMENSIONS CALCULATED ON

40 FT/SEC (12M/SEC) CRITICAL VELOCITY WITH A
3 FT (0,9M) ADJUSTMENT FOR SAFETY.
INLET DANGER AREAS

INCLUDE (WORST CASE):
GROUND PLANE INLET SUCTION ENTRY
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HEADWIND (20 KTS) DANGER AREA CORRIDOR
RADIUS= 7.2 FT. (2.2M)
CLOSE ENTRY
EXHAUST WAKE DANGER EXHAUST WAKE DANGER
CORRIDOR FOR
45 DEG. 3.4 FT. (1.0 M) AREA, 65 MPH (105 KM/H) OR AREA, 65 MPH (105 KM/H)
WIND DIRECTION
GREATER OR LESS
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> 90 DEGREES
AREA APPROX. WIND POSSIBLE EFFECTS WITHIN DANGER ZONE BASED ON

B
VELOCITY 'RADIOLOGICAL DEFENSE', VOL. II, ARMED FORCES SPECIAL
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MPH (KM/H) WEAPONS PROJECT, NOV. 1951
C NO ENTRY 82 FT. (25 M)
AFT OF NOZZLE EXIT
A 210-145 A MAN STANDING WILL BE PICKED UP AND THROWN; AIRCRAFT WILL BE
(338-233) COMPLETELY DESTROYED OR DAMAGED BEYOND ECONOMICAL REPAIR;
COMPLETE DESTRUCTION OF FRAME OR BRICK HOMES.
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WIDTH B 145-105 A MAN STANDING FACE-ON WILL BE PICKED UP AND THROWN; DAMAGE
72 FT. (22 M) (233-169) NEARING TOTAL DESTRUCTION TO LIGHT INDUSTRIAL BUILDINGS OR RIGID
NOT TO SCALE STEEL FRAMING; CORRUGATED STEEL STRUCTURES LESS SEVERELY.
EXHAUST DANGER AREAS
INCLUDE (WORST CASE)
D GROUND PLANE C 105-65 MODERATE DAMAGE TO LIGHT INDUSTRIAL BUILDINGS AND TRANSPORT-TYPE
E HEADWIND (20 KTS) (169-105) AIRCRAFT
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D 65-20 LIGHT TO MODERATE DAMAGE TO TRANSPORT-TYPE AIRCRAFT.
(105-32)
E < 20 (32) BEYOND DANGER AREA.

TO 199 FT. (61 M)

71-70-9
Figure 7: Takeoff Thrust
INLET DANGER AREAS

INCLUDE (WORST CASE):
GROUND PLANE
RADIUS= 21.7 FT. (6.6M) HEADWIND (20 KTS)
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INLET HAZARD DIMENSIONS BASED ON 40
FT/SEC (12M/SEC) CRITICAL VELOCITY WITH
A 3 FT (0,9M) ADJUSTMENT FOR SAFETY.
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A
INLET SUCTION EXHAUST WAKE DANGER EXHAUST WAKE DANGER
DANGER AREA AREA, 65 MPH(105 KM/H) OR AREA, 65 MPH (105 KM/H)
GREATER OR LESS
B
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AREA APPROX. WIND POSSIBLE EFFECTS WITHIN DANGER ZONE BASED ON
NO ENTRY 775 FT. (236 M)
AFT OF NOZZLE EXIT VELOCITY 'RADIOLOGICAL DEFENSE', VOL. II, ARMED FORCES SPECIAL
MPH (KM/H) WEAPONS PROJECT, NOV. 1951
C
A 210-145 A MAN STANDING WILL BE PICKED UP AND THROWN; AIRCRAFT WILL BE

(338-233) COMPLETELY DESTROYED OR DAMAGED BEYOND ECONOMICAL REPAIR;
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NOT TO SCALE COMPLETE DESTRUCTION OF FRAME OR BRICK HOMES.
EXHAUST DANGER AREAS
WIDTH INCLUDE (WORST CASE):
GROUND PLANE B 145-105 A MAN STANDING FACE-ON WILL BE PICKED UP AND THROWN; DAMAGE
192 FT. (59 M)
HEADWIND (20 KTS) (233-169) NEARING TOTAL DESTRUCTION TO LIGHT INDUSTRIAL BUILDINGS OR RIGID
STEEL FRAMING; CORRUGATED STEEL STRUCTURES LESS SEVERELY.
D
E
C 105-65 MODERATE DAMAGE TO LIGHT INDUSTRIAL BUILDINGS AND TRANSPORT-TYPE
(169-105) AIRCRAFT
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TO 1235 FT. (376 M)
D 65-20 LIGHT TO MODERATE DAMAGE TO TRANSPORT-TYPE AIRCRAFT.
(105-32)
E < 20 (32) BEYOND DANGER AREA.

71-70-10
Training Manual Engine CFM56-5B
A318/A319/A320/A321 72-00
72 Engine - CFM56-5B
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72-00-1
A318/A319/A320/A321 72-00 General
72-00 General
Figure 1: Engine General Parameters
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72-00-2
A318/A319/A320/A321 72-00 General
Engine General There are 2 types of combustion chambers used:

• Single annular
Design and Operation • Double annular
The airflow path design of CFM56-5B engine consists of the primary and the sec-
ondary flow, through which the engine discharges jet velocities.
• The primary airflow passes through the fan blades and through the booster
(LPC).
The flow path then enters the high pressure compressor and goes to the com-
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bustor. Mixed up with fuel the gaspath flow will provide energy to a high pres-
sure turbine (HPT) and a low pressure turbine (LPT).
• The secondary airflow passes through the outer portion of the fan blades, the
outlet guide vanes and exits through the nacelle discharge duct, producing
80% of the total thrust.
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It participates to the thrust reverser system.
The engine by-pass ratio is 5:1.
The CFM56-5B engine consists of two independant rotating systems:
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• The low pressure system rotational speed is designated as “N1” speed.
100 % of N1 = 5000 Rpm.
• The high pressure system rotational speed is designated as “N2” speed.
100 % of N2 = 14460 Rpm.
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The engine rotors are supported by 5 bearings housed in 2 sump cavities provided
by the fan and turbine frames.
The engine structural rigidity is obtained with short length and two main structures
(frames).
The accessory drive system extracts energy from the high pressure compressor
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rotor to drive the engine and aircraft accessories.
Numbering System is as follows:
L. P. C. 1-5 Stages
H. P. C. 1-9 Stages (Note: 1, 2, 3 are variable)
H. P. T. 1 Stages
L. P. T. 1-4 Stages

72-00-3
A318/A319/A320/A321 72-00 General
Figure 2: Engine General Concept
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72-00-4
A318/A319/A320/A321 72-00 General
Figure 3: Engine Schematic

FAN AND BOOSTER COMPRESSOR
COMBUSTOR
TURBINE
FRAME
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HP LP
TURBINE TURBINE
AGB TGB
ACCESSORY
DRIVE

72-00-5
A318/A319/A320/A321 72-00 General
Engine Presentation Engine sumps are vented to ambient pressure through the center-vent tube con-
tained in the LP shaft.
Engine Construction
Accessory Drive
The CFM-56 is a very compact design. Structural rigidity is obtained with short
length and only two frames: The mechanical power for the accessories is extracted from the N2 rotor through
a system of gearboxes and shafts.
the FAN FRAME and the TURBINE FRAME.
IGB - TGB - AGB.
Modular Conception Figure 4: Engine Presentation
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The CFM-5 is made of four primary modules, which are easily replaceable, but
only in the engine shop.
The four major modules ares:
1 - FAN and booster major module (4)
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2 - HP compressor, combustion chamber and HP turbine core major module (8)
3 - LP turbine major module (3)
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4 - Accessory drive major module (2).
LP Rotor
The Low Pressure or N1 rotor, supported by three bearings, consists of a fan and
four-stage booster compressor driven by a four stage turbine.
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• Bearing 1B (thrust bearing)
• Bearing 2R (roller bearing)
• Bearing 5R (roller bearing).
HP Rotor
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The High Pressure or N2 rotor, supported by three bearings, consists of a nine-
stage compressor driven by a single stage turbine.
• Dual bearings:
3B (thrust bearing)
3R (roller bearing).
• Bearing 4R (roller bearing)
mounted between the HP rotor and the LP shaft.
Center-Vent Tube
Both the forward and aft sumps contain centrifugal air/oil separators.

72-00-6
A318/A319/A320/A321 72-00 General
Figure 5: Engine Bearings-No.1 and No.2 Bearing/No.4 and No.5 Bearing
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72-00-7
A318/A319/A320/A321 72-00 General
Aerodynamic Stations Figure 6: Aerodynamic Stations

Here are the main aerodynamic stations corresponding to the pressure- and tem-
perature sensors installed on the engine.
Station 0 In front of engine air intake
Station 12 Fan inlet
Station 13 Fan outlet
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Station 2 Primary inlet
Station 25 HP compressor inlet
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Station 3 HP compressor discharge or outlet
Station 49.5 Between HP and LP turbine (EGT indication inside 2nd stage
N.GV’s of the L.P.T)
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Station 5 Turbine exhaust
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72-00-8
A318/A319/A320/A321 72-00 General
Borescope Plugs Figure 7: Boroscope Ports

Several ports are provided on the engine for boroscope inspection.
22 Ports are distributed as follows:
LP COMPRESSOR 2, S3 and S5 (no plugs)
HP COMPRESSOR 9, S1 to S9, (S7/S8/S9 have outer and inner Plugs)
COMBUSTION 6 (4:00 and 8:00 are the igniters)
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CHAMBER
HP TURBINE 2
LP TURBINE 3
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72-00-9
A318/A319/A320/A321 72-00 General
Figure 8: Engine Overview LH Side
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72-00-10
A318/A319/A320/A321 72-00 General
Figure 9: Engine Overview RH Side
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72-00-11
A318/A319/A320/A321 72-00 General
Unscheduled Maintenance Checks - Inspections 05-51-34 Inspection After Engine Windmilling (After Engine In-Flight Shut-
down)
05-51-00 Inspections
05-51-41 Inspection After Overweight Taxiing
05-51-11 Inspections After Hard/Overweight Landing
05-51-42 Inspection After Very High Winds on Ground
05-51-12 Inspection After Landing Gear Down Limiting Speed Exceeded
05-51-43 Inspections After Work on System Electrical Installation
05-51-13 Inspection After Flap/Slat Limiting Speed Exceeded
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05-51-45 Inspection After Flight In Severe Icing Conditions
05-51-14 Inspection of Airframe After Bird or Hail Strike
05-51-15 Inspection After a Tire Burst or Tread Throw or Wheel Failure

72-00-00 PB 601 Engine - General - Inspection/check
05-51-16 Inspection After Brake Emergency Application or Overheat
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72-00-00-200-006 Inspection/Check of Foreign Object Damage (FOD)
05-51-17 Inspection After Flight In Excessive Turbulence or In Excess of
(Bird Strike Included)
VMO/MMO
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72-00-00-200-007 Procedure After Engine Fire or Use of Fire-Extinguish-
05-51-18 Inspection After Lightning Strike
ing Agents
05-51-19 Inspection After Engine Bird Strike or Slush Ingestion
72-00-00-200-042 Procedure after Halogen Products Contamination
05-51-21 Inspection After Tail Runway Impact
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72-00-00-200-043 Procedure after Volcanic Ash, Dust, or Sand Ingestion
05-51-22 Inspection After NLG Towing Overload or Overrun
72-00-00-200-008 Inspection/Check After the Engine has Exceeded the
05-51-23 Inspection After NLG Steering Angle Exceeded Operational Limits
05-51-24 Inspection After Leaving Runway or Taxiway 72-00-00-200-009 Off-Schedule Vane Replacement
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05-51-25 Inspection After Flight Through Dust Storm/Volcanic ASH or 72-00-00-200-025 Over-Serviceable-Limit Extensions
Severe Conditions on Ground
72-00-00-200-025-01 Over-Serviceable-Limit Extensions
05-51-26 Inspection After Engine Failure
72-00-00-200-026 Inspection/Check of the PS3 Line
05-51-27 Inspection After Impact on Engine Cowls
72-00-00-200-028 Visual Inspection of the Fan Section after Engine
05-51-28 Procedure After Fluid Spillage Operation in Severe Icing Condition
05-51-29 Inspection After Abnormal Pax/Crew Door Movement 72-00-00-280-002 Monitor the Engine EGT for Possible Engine Perform-
ance Deterioration
05-51-31 Inspection After Significant MLG Vibration at Touch-down

72-00-12
A318/A319/A320/A321 72-00 General
Inspection/Check of Foreign Object Damage (FOD) (Bird Strike • If damage is found inspect the other stages
Included) (Ref. AMM TASK 72-31-00-290-002).
TASK 72-00-00-200-006 • Do a borescope inspection of the combustion chamber dome area
(Ref. AMM TASK 72-42-00-290-005).
Some engine serial number may have special inspection requirement.
• Do a Maximum Power Assurance check
Gaspath Inspection (Ref. AMM TASK 71-00-00-710-008).
FOD associated with normal engine parameters. If the engine is referenced in the CFM SB 72-0391, do a borescope inspection
The borescope inspection may be delayed 25 hours or 10 cycles (whichev- (use a flexible borescope) of the booster blades stage 5 and booster vane abrad-
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er comes first) provided FOD did not result in missing material to the fan able stage 5 (Refer to CFM SB 72-0391).
blades. Service extension is only permitted on one engine in the event of a The borescope inspection may be delayed 25 hours or 10 cycles (whichev-
dual engine FOD. er comes first).
Do the step that follows if one or more of these conditions apply:
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• FOD event has resulted in fan blade missing material/fan blade damage be-
yond serviceable limits.
• FOD event struck fan blades radially inward of mid span shroud.
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• Evidence of debris has entered the booster inlet, ie: damage or debris on spin-
ner front and rear cones, stage 1 booster vane or splitter fairing.
1. Do a borescope inspection of the HPC stages 1, 3 and 8
(Ref. AMM TASK 72-31-00-290-002).
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2. If damage is found inspect the other stages
(Ref. AMM TASK 72-31-00-290-002).
3. Do a borescope of the combustion chamber dome assembly after a bird strike/
ingestion event
(Ref. AMM TASK 72-42-00-290-005).
4. If the engine is referenced in the CFM SB 72-0391, do a borescope inspection
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(use a flexible borescope) of the booster blades stage 5 and booster vane
abradable stage 5
(Refer to CFM SB 72-0391).
FOD associated with abnormal engine parameters.
If FOD event was associated with surge, stall or flameout, do the steps which fol-
low:
• Do a borescope inspection of the booster
(Ref. AMM TASK 72-21-00-290-003).
• Do a borescope inspection of the HPC stages 1, 3 and 8
(Ref. AMM TASK 72-31-00-290-002).

72-00-13
A318/A319/A320/A321 72-00 General
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72-00-14
A318/A319/A320/A321 72-21 Fan and Booster Assembly
72-21 Fan and Booster Assembly
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72-21-1
Fan and Booster Major Module Figure 1: Fan Major Module
Design and Operation

It encloses 4 modules:
• Fan and Booster
• No. 1 and 2 bearing support
• Fan frame
• Inlet gearbox and No. 3 bearing
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Fan and Booster Module
The fan and booster are mounted on a common shaft driven by the four stage low
pressure turbine.
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A case is surrounding the rotor and stator parts, ensuring different engine equip-
ment or accessory gearbox installation.
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No. 1 and 2 Bearing Support Module
Two bearings support the fan and booster rotor and transmit the load to the struc-
tural frame.
Fan Frame Module
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The structural frame holds the engine fwd mounts and transfer gearbox (TGB). It
encloses the engine gearboxes mechanical transmission.
Inlet Gearbox
The inlet gearbox contains one horizontal bevel gear, one radial bevel gear and
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the forward N2 rotor bearings No.3B and No. 3R.

72-21-2
Fan and Booster Design Figure 2: Fan and Booster Design
Design and Operation

The “Fan and Booster” assembly consist of:
• a single stage fan rotor, A
• a 4 stage axial booster. SECTION
The spinner front cone is designed to minimize ice build-up and attaches to the A A-A
spinner rear cone.
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The spinner rear cone accomodates the trim balance screws and is mounted onto BOOSTER VANE ASSEMBLIES
(5 STAGES OF VANES)
the fan disk, securing the fan blade spacers.
The fan disk supports the mid-span shrouded fan blades and the booster spool.
The booster spool accomodates booster blades stage No.2 through stage No.5.
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The booster vanes assemblies stage No.1 through stage No.5 are stacked and
mounted on the fan frame.
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BOOSTER BLADES
(4 STAGES OF BLADES)
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FAN BLADES
SPINNER
REAR CONE
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SPINNER FRONT CONE

72-21-3
Spinner Front- and Rear Cone Figure 3: Spinner Front- and Rear Cone
Interference fit and single angular mounting position are characteristics of the
front- and rear cone installation onto the fan disk.
Front Cone
An identation mark is located on its mounting flange for correct installation onto
the front flange of the rear cone.
The mounting flange accommodates 6 mounting screw locations and 3 threaded
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inserts, located every 120°, for installation of jack screws.
The front cone is made of composite material (KINEL 5504).
Spinner Rear Cone
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Rear Cone Mounting Flanges
Its front flange features 6 line replaceable, crimped, self-locking nuts.
Figure 4: Rear Cone Mounting Flanges
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The inner rear flange accommodates 12 mounting screws for installation on the
fan disk and 6 threaded holes used to install jackscrews for rear cone removal.
Rear Cone Outer Rim
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The outer rim of the rear flange is provided with 36 threaded inserts for trim bal-
ance screws. It also features an integrated air seal glued onto the outer rear
flange.
An external spherical indent is located on the flange in-between 2 balance screw
locations, to provide a mounting reference position for installation onto the fan
disk.
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Balance screws are of 7 different types, depending on their length, reflecting var-
ious weights, an identification number, ranging from P01 to P07, is engraved on
the screw head.
The rear spinner cone is made of aluminium alloy (AU2GN) material and is pro-
tected by a sulfuric anodization.

72-21-4
Rear Cone Retention Function Figure 5: Rear Cone Retention Function
Functional Description FAN BLADE

The rear cone, when mounted onto the fan disk, prevents axial movement of the
spacers used in the fan blade retention system.
The spacer itself holds the fan blade in the outer portion of a dovetail recess on
the fan disk, where a machined retainer lug at the rear end of the blade root en-
gages with the forward flange of the booster spool.
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REAR CONE
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SPACER
FAN DISK

72-21-5
Fan Blades and Disk A spacer installed underneath of each blade root, limits the radial movement and
keeps it in the engaged position.
Fan Blades
Fan Disk
There are 36 titanium alloy, mid-span shrouded fan blades which form the fan.
Its outer rim features 36 coated recesses, designed for fan blade installation.
The blades seat in dovetail recesses on the disk rim.
The inner rear flange provides attachment for the fan shaft.
A retainer lug, machined in the rear end of the blade root, engages at the forward
flange of the booster spool and prevents the blade from forward and rearward ax- The booster rotor spool is boltet to the outer rear flange.
ial movements. Each blade is provided with specific indications underneath the The inner front flange is provided with an imprint to identify the offset hole far the
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blade root: rear cone installation.
• Part number Two identification marks are also provided on each side of the blade recesses
• Serial number pos.1 and pos.5.
• Momentum weight
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Figure 6: Fan Blades
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72-21-6
Booster Rotor Figure 7: Boster Rotor
General
The booster rotor consits of the booster spool, cantilever mounted on the rear of FORWARD
the fan disk and of 4 stages of blades. ROTATING AIR
Booster blades are installed in circumferential dovetail slots. SEAL (INTEGRAL
WITH THE SPOOL)
Rotating air seals are machined between each stage on the spool outer diameter.
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Spool Attachment BOOSTER VANE
ASSEMBLIES
The spool inner front flange bolted to the fan disk, acts as a stop for the fan blades
and their dedicated spacers.
The spool outer front flange is designed with booster forward rotating air seal. FAN
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BLADE
Number of blades installed in the circumferential dovetail slots:
• Stage 2 has 64 blades
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• Stage 5 has 68 blades.
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SPOOL
BOOSTER
BLADES
SPOOL SEAL
SERRATIONS
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(TYPICAL)
INNER SEALING FLANGE
TRIM
BALANCE FAN BLADE SPACER
SCREW
FAN DISK

72-21-7
Fan Blade Repair • Taper the blend repair as follows:

– The blend repair is not more than 0.059 in. (1.5 mm).
Leading edge and trailing edge in the critical root area. – When the distance (Dim. O) between two blend repairs is less than or equal
The root area longitudinal dimension is 2.32 in. (60 mm). to five times the depth of the smaller repair area, blend the two repairs to-
gether to a depth of a line which tangentially connects the bottom areas.
Leading edge and trailing edge repair in non critical areas. – The total length of blend repairs permitted on the trailing edge is equal to
Taper the blend repair for area A and area B as follows: 1.77 in. (45 mm) per blade.
– In area A the blend repair is not more than 0.08 in. (2 mm). Trailing edge blend repairs are permitted with these limits.
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– In area B the blend repair is not more than 0.339 in. (8.6 mm). – Make sure that after you do the blending repair, the edge thickness is not
– When the distance (Dim. O) between two blend repairs is less than or equal less than the initial thickness.
to five times the depth of the smallest of these blends, tangentially blend out – The longitudinal direction of the repair must be equal to or more than ten
the bottom of the two blends. times the depth (Dim. P) of the damage.
– The total length of blend repairs permitted on the leading edge is equal to – The minimum radius R4 is equal to or more than fifteen times the depth
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2.76 in. (70 mm) per blade. (Dim. P).
The leading edge (area A and B) blend repairs are permitted with these limits. – The radius R3 for the blend repair on either side of the initial damage is a
– Make sure that after you do the blending repair, the edge thickness is not minimum radius blend of 0.2 in. (5 mm) and a maximum radius blend of 0.31
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less than the initial thickness. in. (8 mm).
– The longitudinal direction of the repair for area A must be equal to or more – If the distance (Dim. O1) between the blend repair and the blade tip is not
than ten times the depth (Dim. P) of the damage. more than two times the depth (Dim. P) of the repair, do this step:
– The longitudinal direction of the repair for area B must be equal to or more • Blend the bottom area of the repair tangentially from the depth of the
area to the blade tip and blend the tip to the blending tip radius R2 with
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than eight times the depth (Dim. P) of the damage.
a minimum radius blend of 0.02 in. (0.5 mm) and a maximum radius
– The minimum radius R4 is equal to or more than fifteen times of depth (Dim. blend of 0.43 in. (11 mm) at R2 minimum possible value.
P) for area A.
– The minimum radius R4 is equal to or more than ten times of depth (Dim. Leading edge and trailing edge repair in critical areas.
P) for area B.
The leading edge and trailing edge dimensions.
– The radius R3 for the blend repair on either side of the initial damage is a
• Taper the blend repair as follows:
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minimum radius blend of 0.2 in. (5 mm) and a maximum radius blend of 0.31
in. (8 mm). – The blend repair for the leading edge is not more than 0.04 in. (1 mm).
– If the distance (Dim. O1) between the blend repair and the blade tip is not – The blend repair for the trailing edge is not more than 0.059 in. (1.5 mm).
more than two times the depth (Dim. P) of the repair, do the step: The leading edge and trailing edge blend repairs are permitted with these limits.
• Taper the blend repair as follows:
• Blend the bottom area of the repair tangentially from the depth of the – The longitudinal direction of the repair must be equal to or more than twenty
area to the blade tip and blend the tip to the blending tip radius R1 with times the depth (Dim. P) of the damage.
a minimum radius blend of 0.02 in. (0.5 mm) and a maximum radius – The minimum radius R4 is equal to or more than thirty times the depth (Dim
blend of 0.67 in. (17 mm) at R1 minimum possible value. P).
The trailing edge dimensions.

72-21-8
Figure 8: Fan Rotor Blades - Blend Limits

AREA C
BLADE TIP
0.04 (1)
CRITICAL AREAS : R = 0.02-0.67 R = 0.02-0.67

NO REWORK ALLOWED IN THESE AREAS (0,5-11) (0,5-11)
EXCEPT AT THE L / E AND T / E LOCATION
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TRAILING
L / E + T / E BLADE TIP MAXIMUM EDGE (T / E)
BLENDING LIMITS (DIM. P) LEADING
EDGE (L / E) 1.18 (30)
B B
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1.57 (40) 1.18 (30)
AREA B
AREA D
Te 0.339 (8,6) 0.059 (1,5)

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AREA A 3.54 (90) 0.08 (2)
ROOT 2.36 (60) 0.04 (1)

NOTE: AREA
DIMENSIONS ARE IN INCHES WITH

MILLIMETERS IN PARENTHESES.

72-21-9
Blade tip repair (area C) • The concave or convex blend repair area length is the sum of dimensions (Dim.
• The blend repair does not extend more than 0.04 in. (1 mm). S) and (Dim. T).
• The chordal direction of the repair must be equal to or more than eight times – The total length of (Dim. S) and (Dim. T) for a blend repair is not more than
the depth (Dim. P) of the damage. 0.425 in. (10.8 mm).
• The minimum radius R4 is equal to or more than ten times the depth (Dim. P) – The chordal length (Dim. S) for a blade is six times the repair length (Dim.
of the damage. K).
• The radius R3 for the blend repair on either side of the initial damage is a min- – The maximun longitudinal length (Dim. T) is two times the length (Dim. S).
imum radius blend of 0.2 in. (5 mm) and a maximum radius blend of 0.31 in. (8 – The distance (Dim. O2) between two blend repairs must be more than the
mm). blend repair length (Dim. S) + (Dim. T) of the largest blend.
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• The radius R1 blend repair between the leading edge and the tip is not less – The total length (Dim. S) + (Dim. T) of all blend repairs on the convex side
than 0.02 in. (0.5 mm) and not more than 0.67 in. (17 mm). must not be more than 1.3 in. (33 mm).
• The radius R2 blend repair between the trailing edge and the tip is not less than
0.02 in. (0.5 mm) and not more than 0.43 in. (11 mm).
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• When the distance (Dim. O) between two blend repairs is less than or equal to
five times the depth (Dim. P) of the repair, blend the two repairs together to a
line which tangentially connects the bottom areas.
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• If the distance (Dim. O1) between the blend tip repair and the blade leading
edge is less than two times the depth (Dim. P) of the repair, do this step:
– Blend the bottom of the repair tangentially across to the blade leading edge
and blend the tip to the blending tip radius R1 minimum possible value.
• If the distance (Dim. O1) between the blend tip repair and the blade trailing
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edge is less than two times the depth (Dim. P) of the repair, do this step:
– Blend the bottom of the repair tangentially across to the blade trailing edge
and blend the tip to the blending tip radius R2 minimum possible value.
• The total chordal length of the blend repairs permitted on the blade tip is equal
to 0.8 in. (20 mm) per blade.
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Fan blade airfoil blend repairs.
The convex or concave blend repair.
• Repairs are permitted on the surface with this limit:
– Do not repair inside the blade critical areas.
• If the distance (Dim. U) is not less than 0.079 in. (2 mm), do this step:
– The convex or concave blend repair depth becomes not more than 0.024
in. (0.6 mm).
• The concave or convex blend repair minimum radius R5 is not less than five
times the depth (Dim. K).

72-21-10
Figure 9: Fan Blade Blending

CRITICAL AREAS :
NO REWORK ALLOWED IN THESE AREAS
EXCEPT AT THE L / E AND T / E LOCATION
DIM. O
L / E + T / E BLADE TIP MAXIMUM
BLENDING LIMITS (DIM. P) DIM. O1 DIM. O1
O1 DIM. O1
A DIM.
TYPICAL BLEND
REPAIR VALID FOR
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L / E AND T / E RADIUS R1
AND BLADE TIP
RADIUS R3 RADIUS R1
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DIM. L DIM. O
DIM. O A
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RADIUS R4
DIM. S
DIM. P
C C
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SECTION
C-C
TYPICAL BLEND REPAIR VALID FOR BLEND AREA
ORIENTATION
DIM. T
CONVEX AND CONCAVE SIDES
(OUT OF L / E AND T / E AND BLADE TIP AREAS) UNIMPORTANT
DIM. U
K
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DIM.
RADIUS R3
DIM. O2
DIM. O2
RADIUS R5
NOTE:

72-21-11
Mid span shroud

Mid span shroud area.
• The critical areas are at 1.57 in. (40 mm) from the leading edge and at 1.18 in.
(30 mm) on each side of the mid span shroud.
• The critical areas are at 0.63 in. (16 mm) from the bottom of the mid span
shroud and at 0.39 in. (10 mm) from the mid span shroud trailing edge.
Mid span shroud blend repair
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1. The distance (Dim. D) between two blend repairs must be more than five times
the two defects largest blend.
2. The distance (Dim. V) for a blend repair is not more than 0.02 in. (0.5 mm).
3. The longitudinal direction (Dim. W) for a blend repair must be equal to or more
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than eight times the depth (Dim. V).
4. The minimum radius R6 is equal to or more than ten times the depth (Dim. V).
5. The radius R3 for the blend repair on either side of the damage is a minimum
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radius blend of 0.2 in. (5 mm) and a maximum radius blend of 0.31 in. (8 mm).
6. The minimum distance (Dim. M) is equal to or more than six times the depth
(Dim. V).
7. The maximum distance (Dim. N) is two times the length (Dim. M).
8. The total length of (Dim. M) and (Dim. N) for a blend repair is not more than
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0.35 in. (9 mm).
9. The distance (Dim. X) between two blend repairs, located either on the same
or opposite sides, must be more than 0.177 in. (4.5 mm).
10.The total length (Dim. W) of all blend repairs must not be more than 0.16 in. (4
mm).
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72-21-12
Figure 10: Mid Span Shroud Repair

0.39 (10) SECTION
CRITICAL AREAS :
NO REWORKS ALLOWED IN THESE AREAS
B-B
BLEND AREA
ORIENTATION
UNIMPORTANT
DIM. M
D
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DIM.
DIM. D
B
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0.63 (16)
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0.63 (16)
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SECTION 0.39 (10)
REWARK CONTOUR MUST
COMFORM TO ORIGINAL
CONTOUR AS SHOWN
D-D
B
RADIUS R3
RADIUS R3
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RADIUS R7 W
DIM.
DIM. V DIM. N
R 6 x DIM. V
NOTE :
DIM. V

72-21-13
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72-21-14
Training Manual Engine - CFM56-5B
A318/A319/A320/A321 72-30 HP Compressor
72-30 HP Compressor
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72-30-1
High Pressure Compressor The high pressure compressor consists of 9 stages, where the air is pressurized,
to supply the combustor section. The compressor case features also bleed parts
General for engine and aircraft use.
To optimize the efficiency and the stall margin, the inlet guide vanes and the first
The High Pressure Compressor is located in between the Fan Frame and the
three stages are variable.
Combustor Case.
The High Pressure Compressor (HPC) consists of the following modules:
To get access to the high pressure compressor, the thrust reverser doors must be
opened. • the compressor rotor
• the compressor stator
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Figure 1: High Pressure Compressor
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72-30-2
Compressor Rotor • the stage 4-9 spool,

The compressor rotor is a 9 stage, axial-flow, high speed, spool-disk structure. • the compressor discharge pressure (CDP) rotating airseal.
It consits of the following major parts: Interfacing rabbeted diameters are used for proper positioning of the parts, provid-
ing rotor balance stability.
• the front shaft,
• the stage 1-2 spool, Front shaft, disk and spools are bolted together on a single flange to form a rigid
unit.
• the stage 3 disk,
Figure 2: High Pressure Compressor Rotor
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STAGE 1
BLADES
AIR
SEAL
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STAGE 1-2
SPOOL
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FRONT
SHAFT STAGE 9
BLADES

72-30-3
Compressor Stator • the variable stator vane actuation system.

The compressor Stator consists of the HPC FRONT STATOR and the HPC REAR The front stator case features a serie of ports alongside the casing for boroscope
STATOR. inspection.
HPC Front Stator HPC Rear Stator

The HPC Front Stator Assy is a 2 halves construction. The HPC Rear Stator Case is installed inside the front stator casing and houses
the rear rotor stages.
It consists of:
• the front stator case halfes, It is the rear extension of the front stator case, stages 6 to 8.
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• the inlet guide vanes (IGV), The rear flange of the rear stator assembly is bolted onto the combustion case.
• the variable stator vanes (VSV), stage 1, 2, 3. Its purpose is to participate to the air pressure increasing process, and delivery to
• the fix stator stages 4 and 5. the combustion section.
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Figure 3: High Pressure Compressor Stator
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72-30-4
A318/A319/A320/A321 72-40 Combustion Section
72-40 Combustion Section
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72-40-1
General The controlled release of the combustion energy is used to drive the turbine rotors.
Residual energy is converted into thrust.
The combustion of the fuel /air mixture takes place in the combustion section. The combustion section consists of:
The front face of the combustor is attached to the rear of the compressor module. • the Combustion Case,
Its rear face is bolted onto the Low Pressure Turbine (LPT) module front flange. • the Combustion Chamber.
The rear part of the combuster houses the High Pressure Turbine (HPT) module.
Figure 1: Combustion Section
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COMBUSTION
CASE
HIGH PRESSURE
COMPRESSOR STATOR
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HIGH PRESSURE HIGH PRESSURE
TURBINE NOZZLES TURBINE SHROUDS
FUEL NOZZLES
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STAGE 1 LPT
NOZZLES
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COMBUSTION HIGH PRESSURE
CHAMBER TURBINE ROTOR
HIGH PRESSURE
COMPRESSOR ROTOR

72-40-2
Combustion Chamber (DAC) It consista of:

• Outer and Inner Liners,
The combustion chamber is housed in the combustion case. It is installed between • Cowl,
the High Pressure Compressor stator stage 9 and the High Pressure Turbine noz-
• Centerbody,
zle. It is a short, double burner, annular structure.
• 20 Pilot Swirlcups,
Along with the Double-Tips Fuel Nozzles, it produces an efficient fuel/air mixture,
• 20 Main Swirlcups.
providing an uniform combustion pattern, low thermal stresses and reduction of
polluant emission.
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Figure 2: Combustion Chamber (DAC)
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72-40-3
Combustion Case (SAC) The outer liner is “S” shaped and secured to the HPT nozzle vane outer platform
and to the combustion chamber outer casing.
The inner liner is bolted onto the HPT forward inner nozzle support. It permits slight movements due to thermal growth.
Figure 3: Combustion Case (SAC)
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72-40-4
Combustion Chamber (SAC)

The combustion chamber is a short annular structure.
The outer and inner liners are of a rooled ring machine design with panels over-
hang which feature closely spaced cooling holes providing film cooling.
Dilution holes are provided in the liners to procedure additional combustion and
cooling air which controls the gas temperature profile at the turbine inlet.
The outer liners accomodate ferrules for spark igniters.
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Both outer and inner liners are thermal barrier coated.
The outer and inner liner cowls and liners are designed to provide uniform and sta-
ble airflow profiles to the combustion chamber.
The cowls form the front end of the combuster.They are bolted on the outer and
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inner liners.
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72-40-5
Figure 4: Combustion Chamber (SAC)
A
DAMPER B
WIRE
OUTER COWL
OUTER
LINER CONFIGURATIONS
COWL
A
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BRAZED
INNER
COWL
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B
INNER
SUPPORT
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FLANGE
INNER
LINER
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INNER
COWL
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DAMPER
WIRE
INNER AND
OUTER COWLS
IGNITER FERRULE
OUTER (2 LOCATIONS)
COWL

72-40-6
A318/A319/A320/A321 72-50 Turbine Section
72-50 Turbine Section
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72-50-1
High Pressure Turbine Figure 1: High Pressure Turbine
General
The HPT rotor assembly along with the HPT nozzle assembly convert the exhaust
gas velocity into kinetic energy.
This energy, applied onto HPT blades, creates the necessary drive torque for the
High Pressure Compressor (HPC) and the accessory gearbox.
The HP Turbine module consists of:
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• the nozzle stage, supported by the High Pressure Turbine (HPT) case,
• the HPT rotor attached to the High Pressure Compressor (HPC) rotor.
High Pressure Turbine Nozzle
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The High Pressure Turbine (HPT) nozzle is mounted in the combustion case.
The HPT nozzle directs the gas flow coming from the combustion chamber to the
HPT rotor blades at the optimum angle.
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The HPT nozzle assembly uses Compressor Discharge Pressure (CDP) air for
cooling purpose.
High Pressure Turbine (HPT) Rotor
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Structurally the rotor consists of:
• The HPT front shaft, which is the structural connection between the High Pres-
sure Compressor (HPC) and the HPT rotors.
• The forward rotating air seal which directs Compressor Discharge Pressure
(CDP) air to participate to the cooling of the HPT disk web and the HPT blades.
• The disk on which the blades are individually installed.
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• The rear shaft, which forms the aft support for the HPT rotor and the HPC
through the No. 4 inter-shaft bearing.

72-50-2
Figure 2: High Pressure Turbine
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72-50-3
HPT Shroud & Stage 1 LPT Nozzle Assembly

General
The HPT shroud and stage 1 LPT nozzle assembly is bolted on the combustion
case on its forward end and between the combustion case and the LPT stator on
its rear end.
The HPT shroud and stage 1 LPT nozzle assembly performs 2 main functions:
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HPT Shroud
The HPT shroud is part of the HPT clearance control mechanism. An air cavity be-
tween the shroud/nozzle support and the combustion case directs mixed 4th and
9th stage compressor bleed air onto the support to maintain close clearance with
HPT rotor blades throughout flight operations.
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The air impingment manifold consists of two halfes.
LPT Nozzle
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The LPT nozzle consists of vane segments installed on the shroud/nozzle support
and held in position on the nozzle inner air seal by the stationary air seal.
LPT nozzle segments are internally cooled by 4th stage HPC bleed air.
Boroscope ports are located at 5:30 and 8:30 o’clock position.
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The vanes are made of RENE 77.
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72-50-4
Figure 3: HPT Shroud & 1 LPT Nozzle Assembly

SHROUD/
NOZZLE
SUPPORT
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HPT
SHROUD
RETAINER
CLIP
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STAGE 1
LPT NOZZLE
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STATIONARY
AIR SEAL
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INNER AIR
SEAL
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72-50-5
Low Pressure Turbine (LPT) Figure 4: Low Pressure Turbine
General
The LPT rotor/stator module front flange is mounted onto the rear flange of the
combustor module.
Its rear flange is attached onto the LPT frame assembly.
Its inner flange is secured onto the LPT shaft.
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The LPT rotor/stator assembly converts the kinetic energy of gases coming from
the High Pressure Turbine into a drive torque. This torque is used to drive the Fan
and Booster rotor.
The LPT is a 4 stage axial flow turbine which consists of:
• the LPT stator assembly,
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• the LPT rotor assembly.
LPT Stator Assembly
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The LPT stator assembly consists of:
• the LPT case,
• stage 2 to 4 LPT nozzle assemblies,
• the air cooling tubes and manifold assemblies.
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LPT Rotor Assembly
The 4 stage LPT rotor assembly consists of:
• the LPT disks,
• the stage 1 blade assembly,
• the stage 2 to 4 blade assemblies,
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• the turbine rotor support.

72-50-6
Figure 5: Low Pressure Turbine
SECTION
C-C
A
C
C
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LPT AIR COOLING THERMAL
TUBES AND INSULATION
MANIFOLDS BLANKETS
LPT CASE ASSEMBLY
ONLY
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(SEE B)
B LPT CASE
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LPT SHROUD
4 4
SUPPORT
3
3
2
LPT OUTER
STATIONARY 2
AIR SEAL 1
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EGT (T495)
THERMOCOUPLE
INSTALLATION PORTS ROTATING
(QTY : 9) AIR SEAL
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LPT DISK
LPT CASE TURBINE LPT INNER

(SHOWN ALONE FOR CLARITY) ROTOR STATIONARY
SUPPORT AIR SEAL
ROTOR STAGE (BLADES)
2 ND STG. FORWARD
ROTATING STATOR STAGE (NOZZLE
3 RD STG. AIR SEAL GUIDE VANE SEGMENTS)
INNER FWD
4 TH STG. ROTATING
BORESCOPE PORTS (AT 5 O'CLOCK APPROX.) OIL SEAL

72-50-7
LPT Turbine Frame

The turbine frame module is the major structure assembly at the rear of the en-
gine. It supports the low pressure turbine (LPT) rotor rear section and provides for
engine rear mounting on the airframe.
The turbine frame consists of the following major parts:
• Turbine frame.
• No. 5 bearing support.
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72-50-8
Figure 6: Turbine Frame Assembly

REAR FLANGE OF
OUTER CASE
CLEVIS MOUNT
A (QTY:3)
HUB REAR STUD
(QTY:16)
RADIAL STRUT
A
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(QTY:16)
HUB INNER
REAR FLANGE
HUB INNER
SEAL FRONT FLANGE
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COVER
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AIR HEAT HUB FRONT
STUD TURBINE
COVER FRAME
FRONT FLANGE OF
OUTER CASE
ADJUSTING
SLEEVE
OIL COLLECTOR No. 5 BEARING
(AFT OIL SUMP) SUPPORT

72-50-9
LPT Shaft air/oil separator is retained by a nut against a central shoulder on the duct. Its rel-
ative angular position is maintained by slots at its front end.
General No. 4 Bearing
Low Pressure Turbine Shaft The no. 4 bearing, which takes the high pressure turbine (HPT) rotor radial loads,
is a roller bearing installed between the HPT rear shaft and the LPT shaft. The
The low pressure turbine (LPT) shaft module connects the fan shaft with the LPT
bearing outer race is housed in the HPT rear shaft bore, and its inner race is bolted
rotor. It is composed of the LPT shaft, center vent tube and center vent tube rear
to the front face of the LPT shaft integral hub. The inner race has a shoulder which
extension duct. The aft end of the LPT shaft is supported by the No. 5 bearing ; its
would act as an emergency bearing in case of roller failure. The inner race front
forward end is coupled with the fan shaft. The LPT shaft has 2 functions : coupling
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end is provided with a sump air seal.
the fan/booster rotor with the LPT rotor and providing for high pressure turbine
rear support through the No. 4 bearing. In addition, the LPT shaft houses the cent- No. 5 Bearing
er vent tube of the forward and aft engine sumps.
The No. 5 Bearing supports the LPT rotor aft end inside the turbine frame and
The LPT shaft module consists of the following major parts: takes the radial loads. The bearing outer race is mounted in the turbine frame and
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• LPT shaft. its inner race is mounted at the rear of the LPT shaft integral hub. Axial retention
• No. 4 roller bearing. is provided by a retainer nut.
• No. 5 roller bearing. Retainer nut relative position is maintained by rivet.
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Description
Low Pressure Turbine Shaft
The LPT shaft is made of steel alloy. It is located concentrically in the high pres-
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sure rotor system. Its forward end is provided with outer splines for coupling with
the fan shaft. It is axially retained by a shoulder and a coupling nut. At the aft end
of the shaft, the No. 4 and 5 bearings are located axially on both sides of an inte-
gral hub.
On the rear face, the hub supports 2 rotating air/oil seals which control the air cir-
culation through the LPT rotor and the sump pressurizing air. On the front face,
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the hub supports the turbine rotor support.
The center vent tube is made of composite material. It is installed inside the LPT
shaft. Its forward end is inserted in the LPT shaft plug and its aft end is supported
by the LPT shaft hub. It is maintained coaxial in the LPT shaft through 2 inner lo-
cating diameters: one at the front end of the LPT shaft; the other at the rear end
of the shaft.
The center vent tube rear extension duct is installed at the aft end of the center
vent tube. Its relative angular position is maintained by locating pins, and axial re-
tention is provided by an inner nut threaded into the center vent tube. A centrifugal

72-50-10
Figure 7: Low Pressure Turbine Shaft Assembly
REAR ROTATING
AIR SEAL
AFT ROTATING
AIR/OIL SEAL
No.4 ROLLER BEARING
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SHAFT
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CENTER VENT TUBES REAR
EXTENSION DUCT
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No.5 ROLLER BEARING
INTEGRAL HUB
CENTER VENT TUBE

72-50-11
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72-50-12
A318/A319/A320/A321 72-60 Accessory Drive Section
72-60 Accessory Drive Section
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72-60-1
Accessory Drive Module

General
Power for both engine and aircraft accessories is extracted thru a system of gear-
boxes and shafts. The inlet gearbox, which is located in the fan frame hub, takes
power from the HP compressor front shaft and transmits this power to the transfer
gearbox, installed under the fan frame through the radial drive shaft. A horizontal
drive shaft then transmits the power to accessory gearbox. The accessory gear-
box drives the following equipment:
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• The Integrated Drive Generator (IDG) (electrical power generation) at 0.5947
N2.
• Hydraulic pump (hydraulic power generation) at 0.256 N2.
• The Hydromechanical Unit (HMU) and the fuel pump at 0.423 N2.
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• The lubrication unit at 0.423 N2.
• The ECU control alternator
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72-60-2
Figure 1: Accessory Drive System
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RADIAL DRIVE
SECTION SHAFT HOUSING
B-B B
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HORIZONTAL DRIVE
SHAFT HOUSING
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FAN INLET
CASE
IGB
OIL
DISTRIBUTOR
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RADIAL DRIVE
SHAFT
FAN FRAME
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THICK STRUT
(6:00 O'CLOCK)
SHAFT
TGB
MID-LENGTH
BALL BEARING
AGB HORIZONTAL
DRIVE SHAFT

72-60-3
AGB Housing
The AGB housing is mounted underneath the fan inlet case and it is secured by 2
clevis mounts with shouldered bushings.
It features mounting pads on its front face for the following equipments:
• Lube unit
• Hydraulic pump
• Handcranking pad
• Control alternator
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• Intergrated drive generator
Its rear face connects with the horizontal drive shaft housing and provides for
mounting of the following:
• Fuel pump
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• Starter
• N2 speed sensor
The AGB housing is a aluminium casting.
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72-60-4
Figure 2: Acessory Gearbox

CLEVIS
MOUNT
FUEL PUMP/HMU
DRIVE PAD
N2 SPEED
SENSOR
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MOUNTING
HORIZONTAL PAD
DRIVE SHAFT
HOUSING
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LUBRICATION
UNIT DRIVE
STARTER PAD
DRIVE
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PAD
HYDRAULIC
PUMP DRIVE
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PAD
HANDCRANKING
DRIVE PAD
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CLEVIS MOUNT CONTROL ALTERNATOR

IDG DRIVE PAD DRIVE PAD

72-60-5
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72-60-6
Training Manual Engine Fuel and Control CFM56-5B
A318/A319/A320/A321 73-00
73 Engine Fuel and Control - CFM56-5B
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73-00-1
A318/A319/A320/A321 73-00 General
73-00 General •
•
HP Turbine Active Clearance Control (HPTACC)
LP Turbine Active Clearance Control (LPTACC)
• Burner Staging Valve or BSV/Burner Selection Valve
Engine Fuel System • and Fuel metering Valve.
General Fuel Return

The engine fuel system is designed to provide fuel flow into the combustion cham- A part of the fuel is recovered to provide IDG oil cooling before returning to the fuel
ber and servo fuel for compressor control and engine clearance system actuation. circuit at the LP pump stage. When the thermal exchange is not sufficient, the fuel
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return valve will be opened by the ECU, according to a given engine oil tempera-
Fuel Feed ture.
The fuel coming from the aircraft tanks supplies the main fuel pump and is heated When the engine oil temperature exceeds 90 degrees C (200 degrees F) the ECU
by the engine oil scavenge line before entering into the Hydro Mechanical Unit sends a signal to open the Fuel Return Valve. This signal is inhibited at Take-Off,
climb and when the A/C tank temperatures are high. A hydraulic signal from the
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(HMU).
HP fuel SOV closes the valve at engine shutdown.
A fuel differential pressure switch provides indication to the cockpit if the filter is
clogged.
ECU Control
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Metered Fuel The Engine Control Unit sends electrical signals to the torque motor servo valves
of both the hydro mechanical unit and the fuel return valve. Thus, it provides the
The fuel from the main pump passes through a fuel metering valve and HP fuel commanded position for the slave systems.
shut-off valve included into the hydro mechanical unit which provides the fuel flow
to the nozzles. A BSV/burner selection valve controlled by ECU supplies either 20, For each valve of VBV, VSV, RACC or TBV or NAC/TB, HPTACC, LPTACC and
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30 or 40 nozzles at lower or higher power. Fuel systems the ECU has a control schedule. If a schedule is no longer opera-
tional, the corresponding valve goes to a fail safe position. For example VBV open,
The fuel metering valve is controlled by the ECU and provides the adequate fuel VSV close, burner staging valve opens, fuel metering valve closes (engine shut-
flow.
down).
The fuel flow is measured by a flow meter for cockpit indication.
The LP and HP Fuel shut-off valves close when the ENG MASTER lever is set to
OFF.
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Servo Fuel
Filtered fuel from the wash filter passes through a servo-fuel heater and to the ser-
vo valves of the hydro mechanical unit and the fuel return valve.
In the Hydro Mechanical Unit (HMU) the servo valves are hydraulically driven
through torque motors by the ECU to provide the operations of:
• Variable Stator Vanes (VSV)
• Variable Bleed Valves (VBV)
• Rotor Active Clearance Control (RACC) or Nacelle Cooling (NAC)

73-00-2
A318/A319/A320/A321 73-00 General
Figure 1: Fuel Distribution

FRV
IDG OIL COOLER FUEL
SUPPLY
LINE
FUEL
MANIFOLDS
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OIL/FUEL
HEAT
EXCHANGERS
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BSV
FUEL PUMP
FUEL FLOW
TRANSMITTER
HMU

73-00-3
A318/A319/A320/A321 73-00 General
Distribution
Pre- Mod Engine
The engine fuel supply distribution system mainly consists of:
• a fuel supply line
• an engine two-stage pump and filter assembly
• an engine oil/fuel heat exchanger (Ref. 79-20-00)
• a servo fuel heater
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• a hydromechanical unit (Ref. 73-20-00)
• an IDG oil cooler
• a fuel return valve system
• a Burner Selection Valve (BSV)
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• a fuel manifold
• 20 double tip fuel nozzles (16 standard and 4 pilot nozzles)
Post- Mod Engine
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The engine fuel supply distribution system mainly consists of:
• a fuel supply line
• an engine two-stage pump and filter assembly
• an engine oil/fuel heat exchanger (Ref. 79-20-00)
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• a servo fuel heater
• a hydromechanical unit (Ref. 73-20-00)
• an IDG oil cooler
• a fuel return valve system
• a fuel manifold
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• 20 fuel nozzles (16 standard and 4 pilot nozzles)

73-00-4
A318/A319/A320/A321 73-00 General
Figure 2: Fuel Distribution

TO A/C
TANKS
FROM A/C
FUEL RETURN
VALVE
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FUEL MAIN
PUMP
OIL/FUEL
LP STAGE IDG
HEAT
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OIL
EXCHANGER
COOLER
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FUEL
FILTER
HP STAGE
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HMU
METERING
SYSTEM FUEL FLOW
FUEL
NOZZLE IO FUEL
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TRANSMITTER NOZZLES
FILTER
IO FUEL
BSV
HMU NOZZLES
SERVO
SERVO VALVES
FUEL
MECHANISMS ACTUATORS
HEATER

73-00-5
A318/A319/A320/A321 73-00 General
Engine Fuel Schematic
NOTE : FEEDBACK SIGNALS

ON CFM56-5B4P CONTROL SIGNALS HYDRO MECHANICAL UNIT
- TBV REPLACES RAC/SB ROTOR ACTIVE CLEARANC E
- BSV COMPONENTS NOT INSTALLED MAIN OIL/FUEL RAC/SB START BLEED ACTU ATOR
HEAT EXCHANGER T/M (TRANSIENT BLEED VALVE)
TBV (SEE NOTE)
OIL OUT OIL IN LOW PRESSURE TURBINE
LPTACC ACTIVE CLEARANCE CONTROL
T/M
ENGINE OIL
ECU SERVO
ACTUATOR
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TEMEPERATURE
FUEL
HEATER VARIABLE
TO FUEL STATOR VARIABLE STATOR VANES
RETURN VALVE T/M ACTUATORS
VANES
MAIN FILTER
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INNER TANKS HIGH PRESSURE TURBINE
PUMP HPTACC
T/M ACTIVE CLEARANCE CONTROL
LP VALVE ACTUATOR
DP
SWITCH FUEL
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BSV NOZZLES
SOL
(SEE NOTE)
VBV MOTOR
HP
VARIABLE
PUMP 10 X
BLEED T/M
ENG 1 FIRE LP PUMP
VALVES
10 X
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PUSH
FUEL
WASH
METERING
FILTER PRESSURIZING
T/M
ON ENG AND SHUTOFF
1 METERING VALVE
BURNER
VALVE STAGING
VALVE
OFF (SEE NOTE)
FUEL DOWNSTREAM
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FUEL RETURN VALVE FLOWMETER
COMP.
FILTER
VALVE
BYPASS
VALVE HP SHUT OFF
MIX
SOLENOID
PILOT
IDG OIL
VALVE COOLER
PRESSURE FLOW
CONT FROM SERVOS
HOLDING NON VALVE SOL1 SOL2
VALVE RETURN FUEL

DRAIN
VALVE SERVO FUEL (PSF)
B FUEL STOP SIGNAL

A
ECU

73-00-6
A318/A319/A320/A321 73-00 General
Fuel Return Valve

General
The purpose of the Fuel Return Valve is to bypass warm fuel from the HMU by-
pass fuel flow to maintain engine oil/fuel heat exchanger efficiency, and conse-
quently, prevent engine oil over temperature.
The Fuel Return Valve (FRV) is fuel operated, and electrically controlled by the
ECU FRV logic.
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The ECU control logic of the FRy is mainly based on the engine oil temperature.
Above a certain engine oil temperature, the ECU orders a FRV low return fuel flow.
When the engine oil temperature increases, the ECU orders a high return fuel
flow.
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Prior to the delivery of those two fuel flow levels to the aircraft tank, the hot fuel is
mixed with cold fuel to limit its temperature.
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Description
The Fuel Return Valve assembly consists of:
• two solenoid valves V1 and V2,
• a metering System,
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• a shut-off valve,
• a pilot valve,
• position switches.
The metering system consists of:
• a flow control valve.
SR
• a mixing chamber,
• a compensating valve.
At engine oil temperature values, the ECU sets the Fuel Return Valve in the closed
or open position, and selects the low or high return fuel flow.
The FRV position demand schedule from the ECU is based on various parameters
such as: T engine oil, FLSCU, N2.

73-00-7
A318/A319/A320/A321 73-00 General
Operation
When de-energized, solenoid valves V1 and V2, spring loaded in the closed posi-
tion, close the high pressure supply line (PSF).
NO RETURN FUEL FLOW CONDITION: Fuel goes to the FRV shut-off valve
which closes the fuel return port under spring load. Since there is no way for the
fuel to exit to the A/C tank, the fuel is returned to the main oil/fuel heat exchanger.
When the engine oil temperature reaches low return fuel flow value, the ECU
sends an opening signal to the V1 solenoid valve.
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LOW RETURN FUEL FLOW OPERATION: PSF pressure pushes the shut-off
valve against spring load, opening the fuel return flow to A/C tank.
The flow control valve is pushed against the spring by cold fuel pressure, closing
the outlet port partially.
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Shut-off valve position switches send an opened signal to the ECU.
When the engine oil temperature increases and reaches high return fuel flow val-
ue, the ECU sends an electrical opening signal to the V2 solenoid valve.
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HIGH RETURN FLOW OPERATION: PSF pressure now maintains the shut-off
valve open, and the pilot valve is moves down. The flow control valve moves to
the left, opening completely the orifice in connection with the A/C return circuit.
The compensating valve will move to maintain the outlet fuel flow constant.
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The stop function cuts off the return fuel flow delivery to the aircraft tank.
SHUT-OFF SYSTEM: When fuel shut-off signal is sent by the HMU shut-off valve,
the FRV shut-off valve is pushed in the closed position under fuel pressure and
spring load and ECU de-energizes solenoids.
The FRV shut-off valve switches transmit the closed position to the ECU.
SR

73-00-8
A318/A319/A320/A321 73-00 General
Figure 3: Fuel Return Valve

VALVE IN CLOSED POSITION VALVE IN LOW FLOW POSITION
COLD FUEL (FROM LP PUMP STAGE) COLD FUEL (FROM LP PUMP STAGE)
FUEL RETURN VALVE FUEL RETURN VALVE

COMP. COMP.
VALVE VALVE
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MIX MIX
HOT FUEL HOT FUEL
PILOT (FROM IDG OIL COOLER) PILOT (FROM IDG OIL COOLER)
FLOW VALVE FLOW VALVE
CONT CONT
VALVE SOL1 SOL2 SOL1 SOL2
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VALVE
FUEL FUEL
DRAIN DRAIN
SERVO FUEL (PSF) SERVO FUEL (PSF)
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FUEL STOP SIGNAL FUEL FUEL STOP SIGNAL
B B
RETURN
A TO TANK A
VALVE IN HIGH FLOW POSITION
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COLD FUEL (FROM LP PUMP STAGE) ! 2%452.
&/27!2$
4!.+
FUEL RETURN VALVE
COMP.
VALVE
34/0
&5%,$2!). 6!,6%
!339
!
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MIX
HOT FUEL 02%3"#&-
034/0
PILOT (FROM IDG OIL COOLER) 3(54/&&3)'.!,

&2/-(-5
FLOW VALVE 3/,%./)$6!,6% 0/343"#&-

"90!330"03&
&2/-#/,$&5%,
CONT &2/-&5%,05-0,0
VALVE SOL1 SOL2
&5%,2%452.
6!,6%!339 34/06!,6%$5!,
FUEL #,/3).'#/.42/,
(/4&5%,
DRAIN &2/-)$'
SERVO FUEL (PSF) /),#//,%2
#/,$&5%,
&2/-&5%, 34/06!,6%
FUEL FUEL STOP SIGNAL 05-0,0 /0%.).'
B
RETURN 03&
TO TANK A &2/-&5%,05-0(0
3%26/&5%,(%!4%2

73-00-9
A318/A319/A320/A321 73-00 General
Engine HP Shut off Valve Control Figure 4: Engine HP Shut off Valve Control
General
The opening and closure of the HP fuel shut off valve are performed from the en-
gine start panel.
Engine Master Lever Opening Command

During the start sequence the FADEC controls the opening of the HP fuel shut off
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valve, through the metering valve, when the rotary selector is at IGN START and
the master lever at ON.
When the fuel metering valve is opened, by the ECU, it provides a command pres-
sure to open the HP fuel Shut Off Valve.
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Opening of the HP fuel Shut Off Valve is also possible when the selector is set to
CRANK to permit a wet motoring.
Engine Master Lever Closure Command
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The closure of the HP fuel shut-off valve is controlled directly from the MASTER
lever at OFF position.
During the start sequence, if a start abort is Initiated, the ECU will close the HP
fuel SOV through the fuel metering valve. If a start abort is initiated.
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SR

73-00-10
A318/A319/A320/A321 73-00 General
Figure 5: Power Supply HP Fuel Shut-off Valve
OPEN
1WD
FIRE PUSH
3QG (4QG) SHUT K2
206PP
OPEN
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1QG (2QG) SHUT K1
401PP
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115VU
HPF SOV DEMAND/
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SWITCH DESAGREE
9QG (10QG)
28LP 5V 20 LABEL 363 LP FUEL VALVE ACT
901XP
HPF SOV CLOSED
29LP 14 LABEL 270
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901XP
B2 A
A2 PERMANENT
B1 MAGNETIC
8LP (19LP) ALTERNATOR
A1 B
ECAM
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2KS1 (2KS2)
401PP A
CLOSED
4KS1 (4KS2)
301PP A
(202PP)
B B
CLOSED
A
ON OFF
1KC1 (1KC2) ON 1KS1 (1KS2) 14 15 LABEL 031 4000KS ECU HPF SOL
401PP OFF EIU1 (EIU2) ENG1 (ENG2)
3KC (2KC)

73-00-11
A318/A319/A320/A321 73-00 General
Burner Selection Valve (DAC) The new combustion chamber system (DAC II)
The purpose of the Burner Selection Valve (BSV), which may also be known as Figure 7: DAC System Staging Modes
the Burner Modulating Valve (BMV) or fuel manifold modulating valve, is to regu-
late fuel flow through the three fuel manifolds to the 20 pilot spray tips, 10 main 1
spray tips, and 10 main 2 spray tips of the 20 fuel nozzles. The BSV is controlled
by the ECU and fuel powered by the HMU (Ref. 73-20-00).
With the introduction of 5BK ECU software, the BSV system is no longer
commended or recognized by the ECU.
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Figure 6: Fuel Manifold Modulating Valve
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LEGEND:
FUEL NOZZLE UNSTAGED (ON)
PILOT FUEL NOZZLE STAGED (OFF)
SPRAY TIPS
MAIN
SPRAY TIPS
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20/0 MODE 20/10 MODE 20/20 MODE

START, IDLE INTERMEDIATE HIGH POWER
LOW POWER POWER

73-00-12
A318/A319/A320/A321 73-00 General
Figure 8: BSV-Modes
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73-00-13
A318/A319/A320/A321 73-00 General
Description and Operation

The BSV is comprised of a pilot/main Double Annular Modulating Valve (DAMV)
moved by an Electrohydraulic Servo Valve (EHSV) and monitored by a dual chan-
nel variable differential transducer (LVDT), a Main Burner Staging Valve (MBSV)
monitored by dual cutoff switches, two fail-safe hydraulic override valves, and two
manifold cooling orifices.
The DAMV is primarily an on/off shutoff valve to the main 1 manifold, but also
modulates fuel flow split between the pilot manifold and the main 1 manifold when
main 2 flow is off, and between pilot and both main manifolds when main 2 flow is
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on. Fuel flow split between the pilot and main manifolds is hydraulically controlled
by the fuel nozzle delta p characteristics.
The MBSV serves as a shutoff valve to main 2 flow. The two override valves are
provided in case of DAMV or MBSV failure, acting as pressure relief valves.
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The two manifold cooling orifices are located downstream of the override valves
to keep the manifolds cool during staged (main 1 and/or main 2 flow off) opera-
tions. One orifice is between pilot and main 2 flow and the other is between main
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1 and main 2 flow.
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73-00-14
A318/A319/A320/A321 73-00 General
Figure 9: Burner Selection Valve Operation (DAC)
HMU
BURNER SELECTION VALVE
DOUBLE ANNULAR MANIFOLD MAIN

MODULATING VALVE COOLING BURNER
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ORIFICES STAGING
VALVE
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PILOT MANIFOLD
MAIN 1 MANIFOLD MAIN 2 MANIFOLD
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PILOT MAIN 1 PILOT MAIN 2
VALVE VALVE VALVE VALVE
PRIMARY SECONDARY PRIMARY SECONDARY PRIMARY SECONDARY PRIMARY SECONDARY

LEGEND:
BLEED
VALVE COOLING FLOW
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UNSTAGED FUEL FLOW
RESTRICTOR
PILOT MAIN 1 PILOT MAIN 2

SPRAY TIP SPRAY TIP SPRAY TIP SPRAY TIP NOTE:
MAIN 1 AND MAIN 2 SPRAY TIP COOLING
COOLING NOZZLE BLEED NOZZLE BY PRIMARY PILOT FLOW NOT SHOWN.

73-00-15
A318/A319/A320/A321 73-00 General
Burner Staging Valve (SAC)

The purpose of the Burner Staging Valve (BSV) is to close the fuel supply to the
staged manifold.
In this condition, only ten fuel nozzles are supplied with fuel.
The BSV is installed on a support bracket on the core engine at the 6 o’clock po-
sition.
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73-00-16
A318/A319/A320/A321 73-00 General
Figure 10: Burner Staging Valve
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73-00-17
A318/A319/A320/A321 73-00 General
Burner Staging Valve Description Two fuel supply manifolds, staged and unstaged, are installed on the fuel supply
system.
The BSV is used in decleration to keep the fuel flow above the lean flame-out limit.
Within the BSV support, the metered fuel is split into two flows, which are then de-
To safely work close to this limit, the ECU cuts 10 of the 20 engine fuel nozzles.
livered to the nozzles, through the two manifolds.
The effect is that the same amount of fuel is provided in the combustion chamber,
The unstaged manifold always supplies 10 fuel nozzles, and the staged manifold
but on 10 fuel nozzles only. In this condition, the lean flame-out is well above the supplies the 10 remaining fuel nozzles, depending on the BSV position.
flameout limit and it is impossible to extinguish combustion.
At the outlet of the BSV, each fuel supply manifold is connected to a “Y” shaped
The diagram indicates the switch limits between 20 and 10 fuel nozzles. supply tube at approximately the 5 and 6 o’clock positions.
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Each supply manifold is made up of two halves, which are mechanically coupled,
and include 5 provisions to connect the fuel nozzles.
To improve the rigidity in between the manifold halves, connecting nuts are in-
stalled at the 6 and 12 o’ clock positions.
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73-00-18
A318/A319/A320/A321 73-00 General
Figure 11: Burner Staging Valve Purpose
UNSTAGED
MANIFOLD
STAGED
MANIFOLD
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WF/PS3 10 FUEL 20 FUEL
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LOCAL NOZZLES NOZZLES
BSV
OFF BSV
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ON CLOSED
MARGIN
BSV CLOSED
FLAME OUT
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LIMIT
BSV
MARGIN
SUPPORT
BSV OPEN
.007 WF/PS3
GLOBAL
BSV OPERATION

73-00-19
A318/A319/A320/A321 73-00 General
Burner Staging Valve Operation Twenty Fuel Nozzle Operation

The BSV is a normally open, fuel shut-off valve that is controlled by the ECU, and A three-way dual solenoid, located in the HMU, is deenergized and low fuel pres-
fuel operated by the HMU. sure (Pcr) is applied to both ends of the poppet valve.
The valve shuts off every other fuel nozzle in certain engine operations, to provide A spring keeps the poppet valve in the BSV open, allowing fuel to flow from the
a better spray pattern and improve the engine flame-out margin. inlet port to the outlet port.
The valve has dual redundant signal switches, which are open when the valve is
open.
All open ports terminate in the mounting surface of the valve body and when the
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valve is installed on the mounting bracket, the ports are automatically connected.
No external hydraulic or pneumatic lines are required.
The valve encloses:
• a poppet valve, which allows metered fuel delivery to the staged manifold.
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• a servo valve, to override and/or hold the poppet valve open.
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73-00-20
A318/A319/A320/A321 73-00 General
Figure 12: Burner Staging Valve Control
BSV SWITCH POSITION
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T3
PS3
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BSV
DEMAND
FMV BSV
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LOGIC
A/C GROUND / FLIGHT BSV

INHIBIT
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N2
VALVE POSITION UNKNOWN

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73-00-21
A318/A319/A320/A321 73-00 General
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73-00-22
A318/A319/A320/A321 73-10 Distribution
73-10 Distribution
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73-10-1
Fuel Pump
The fuel pump pressurizes and circulates the fuel in the fuel system.
The tank fuel pumps deliver the fuel supply up to the engine fuel pump inlet. The
fuel then enters the low pressure (LP) stage of the fuel pump. After initial pressur-
ization, the fuel is delivered to the main oil/fuel heat exchanger. There it cools the
engine oil.
On discharge from the heat exchanger, the fuel flows back to the pump.
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It passes through a disposable filter before undergoing a second pressure in-
crease in the high pressure (HP) stage of the pump. The fuel then enters the wash
filter where it is divided into a filtered and unfiltered flow. The unfiltered flow by-
passes the filter and enters the hydromechanical fuel unit (HMU). The filtered flow
goes through the servo fuel heater and then into the HMU. This flow is sufficiently
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hot to prevent jamming of the HMU servo-mechanisms due to ice particles.
The returning fuel bypassed from the HMU is tapped to feed the Integrated Drive
Generator (IDG) oil cooler. There it cools the oil coming from the engine IDG. The
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fuel returns then to the pump upstream of the filter, between the LP and HP fuel
pump stages. The fuel returns via a port located on the oil/fuel heat exchanger.
If the filters or heat exchanger become clogged:
• a number of bypass valves are provided to prevent excessive pressure build-
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ups.
The fuel pump and HMU are mounted as a unit.
This unit is located on the accessory gearbox (AGB) (aft face on the left side of the
horizontal drive shaft housing, aft looking forward).
SR

73-10-2
Figure 1: Fuel Pump

GEAR HOUSING
A A GEAR STAGE
PRESSURE
MAIN FILTER RELIEF VALVE
BYPASS VALVE
COVER PUMP COVER
FUEL INLET
PORT
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PLUG RETURN PORT
FROM HMU
(NOT SHOWN)
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FILTER DOWNSTREAM
PRESSURE TAP (PSF) DISCHARGE PORT
TO HMU
MOUNTING FLANGE (NOT SHOWN)
ASSEMBLY
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SHAFT
SEAL CARRIER SERVO FUEL
HEATER SUPPLY
FILTER UPSTREAM PORT (PF)
PRESSURE TAP
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BOOST STAGE
FLOW ACCESS
PORT
FILTER COVER
GEAR STAGE
DISCHARGE
MAIN DRIVE PRESSURE
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SHAFT TAP (PHP)
FILTER DRAIN PORT INDUCER

DISCHARGE
PORT (NOT SHOWN)
BOOST STAGE
DISCHARGE
PRESSURE TAP
RETURN PORT OUTLET PORT (LP FUEL RETURN)
FROM OIL/FUEL HEAT TO OIL/FUEL HEAT
EXCHANGER EXCHANGER

73-10-3
Fuel Pump Drive System

The fuel pump is fuel lubricated, and the necessary rotative motion is provided by
a drive system consisting of concentric shafts:
The main drive shaft is driven by the AGB, and drives the HP stage drive spur gear
through splines.
The HP stage drive spur gear, through splines, drives the LP stage driveshaft,
which in turn drives:
• the HMU, through the HMU drive shaft.
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• the LP stage, through the hollow shaft.
The fuel pump drive system is equipped with shear neck sections to provide:
• protection of the AGB against any excessive torque created within the fuel
pump assembly.
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• assurance of the HMU drive operation, even in case of total failure of the LP
stage pump.
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Fuel Pump Low Pressure (LP) Stage
The LP stage is a centrifugal type pump, which delivers boost pressure to the HP
stage to avoid pump cavitation.
The fuel pump LP stage consists of:
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• a swirl inducer, with helical grooves and a scroll.
• an impeller, provided with swirl ramps, supported by two plain bearings.
The cavity for the impeller/inducer cluster is provided by the pump cover.
The front and rear bearings, the LP pump drive shaft splines, and the HMU drive
shaft splines are lubricated with fuel tapped from the scroll at the fuel pump LP
stage fuel discharge.
SR

73-10-4
Figure 2: Fuel Pump Drive System
HP PUMP LP PUMP
A
HP STAGE FUEL
INLET
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MOUNTING FLANGE FOR
ATTACHMENT TO AGB
A FROM MAIN
OIL/FUEL
HEAT/EXCHANGER
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TO FILTER INLET
FUEL INLET
THRUST RING
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SWIRL INDUCER
HMU DRIVE
SHAFT
SWIRL
MAIN DRIVE INDUCER
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SHAFT
IMPELLER
SEAL HP STAGE FUEL

DISCHARGE
DRIVE SPUR GEAR

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IMPELLER
SELF-ALIGNING BEARING
SWIRL RAMP
DRIVEN GEAR LP STAGE FUEL

DISCHARGE
STATIONARY PLAIN BEARING SCROOL

73-10-5
Fuel Pump High Pressure (HP) Stage

The fuel pump HP stage is a positive displacement gear type pump.
For a given rotational speed input (RPM), the pump delivers a constant fuel flow,
regardless of the discharged pressure.
The HP fuel pump consists of two gearshafts, the drive and the driven gears.
The drive gear is driven, through splines, by the main drive shaft connected to the
AGB.
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Each gearshaft is supported by two plain bearings.
The fuel used to lubricate the LP stage equipment, is also used to lubricate the HP
stage bearings and the lubricating fuel then flows back to the fuel filter inlet.
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73-10-6
Figure 3: Fuel Pump High Pressure Stage
PRESSURE
RELIEF VALVE
FROM HEAT
EXCHANGER
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FILTER BY-PASS DISCHARGE
VALVE AREA
TO BOOST STAGE
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B DRIVE SHAFT
DRIVE
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FUEL B C GEAR
FILTER
PREFORMED
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PACKING
DRIVE
BEARING
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INLET
AREA
MAIN DRIVE
SHAFT DRIVEN
GEAR STAGE GEAR

73-10-7
Hydromechanical Unit HP Fuel Shut-Off Valve

The fuel shutoff valve shuts off fuel flow to the engine in response to an electrical
General signal commanded by the ENG MASTER SWITCH supplied electrical signal. The
valve is driven by a solenoid. Valve position is indicated to the ECU by two elec-
The hydromechanical unit (HMU) is attached to the aft section of the fuel pump
trical limit switches.
unit housing. The HMU/fuel pump package is installed on the aft side of the AGB,
left-hand side of the horizontal drive shaft housing. The HMU receives electrical The fuel shut off valve shuts off fuel flow to the engine in response to an electrical
signals from the electronic control unit (ECU) and converts these electrical input signal commanded by the ENG MASTER SWITCH.
signals through torque motors/servo valves into engine fuel flow and hydraulic sig- The fuel shut off solenoid is energized by aircraft 28VDC. It has to be noted that
nals to various external systems. Engine fuel is used as hydraulic media.
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the HP fuel shut off valve shut off signal also closes the LP fuel valve.
Operation The HP fuel shut off valve is open when all three following conditions are met:
• command to open (ENG MASTER SWITCH ON position) (solenoid de-ener-
Fuel Metering gized)
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The fuel metering valve is hydraulically driven through a torque motor/ servo valve • engine rotation speed above 15 percent N2
by the ECU. The torque motor contains two electrically isolated, independent • fuel flow requested by the ECU.
coils, one dedicated to Channel A, the other to Channel B of the ECU. A differen-
tial pressure regulating valve maintains a constant pressure drop across the me- Overspeed Protection
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tering valve. As a result, fuel flow varies proportionally with metering valve The engine overspeed protection is provided by:
position. Two fuel metering valve position resolvers, one dedicated to each chan- • Two electrical N2 governors (one per channel)
nel in the ECU, produce an electrical feedback signal in proportion to fuel metering
• Two electrical N1 governors (one per channel)
valve position. The ECU uses this signal to compute the current required at the
• One mechanical N2 governor which is located in HMU.
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fuel metering valve torque motor for achieving closed loop electrical control.
Motive Flow Modulation The electrical governors operate with the engine control laws or the fuel metering
The HMU contains 5 additional torque motors/pilot valves that modulate hydraulic valve to limit rotors speed to red line value.
signals to the following:
Each channel receives its dedicated N1 and N2 speed signal, but can operate with
1. Low Pressure Turbine Clearance Control Valve cross channel data. The governors operate valid signal only.
2. High Pressure Turbine Clearance Control Valve
SR
Although aerodynamically limited, N1 is also protected by a VSV failure closure
3. Rotor Active Clearance Start Bleed System when N1 reaches an overspeed. This limits the energy to the LP rotor and limits
4. Variable Stator Vane Actuators its maximum speed to a lower aerodynamic value.
5. Variable Bleed Valve Actuators.
Each torque motor contains two electrically isolated, independent coils.
Overspeed Governor
The overspeed governor is of the fly-ball type. It is designed to prevent the engine
One is dedicated to channel A, the other to channel B, of the ECU. They provide
from exceeding a steady state speed in excess of 105.8 percent N2.
flow and pressure at an HMU pressure port in response to electrical commands
from the ECU.

73-10-8
Figure 4: Hydromechanical Unit
BSV
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VBV OPEN PCR
6:30 ELECTRICAL
CONNECTOR
POSITION VBV CLOSED
CHANNEL B
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PB
ELECTRICAL
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HYDROMECHANICAL CONNECTOR
UNIT
SOV
VSV ROD
IDG TUBE
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VSV HEAD
PS
HYDROMECHANICAL RACSB ELECTRICAL CONNECTOR

UNIT CHANNEL A
HPTACC
OVBD
DRAIN
RETURN
HEATER
HOSE LPTACC

73-10-9
Main Oil/Fuel Heat Exchanger • Two attachment flanges; one with the fuel pump which also provides fuel IN
and OUT passages, and one with the servo fuel heater which also provides oil
The purpose of the main oil/fuel heat exchanger is to cool the scavenged oil with IN and OUT tubes.
cold fuel, through conduction and convection, inside the exchanger where both • One fuel IN port for fuel from the HMU, via the IDG oil cooler.
fluids circulate.
Main Oil Fuel Heat Exchanger
If there is fuel contamination in the oil, both the servo fuel heater and main oil/fuel
The connections with the other systems are: exchanger must be replaced.
• an oil IN port from the servo fuel heater.
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• an oil OUT tube to the oil tank.
The exchanger is installed at the 7 o’clock position, on the fuel pump housing.
• two fuel ports connected with the fuel pump.
• a fuel return line from the HMU, through the IDG oil cooler.
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The mechanical interfaces are the mating flanges with the fuel pump, the servo
fuel heater, plus one other with a fuel tube.
Heat Exchanger Core
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The heat exchanger is a tubular design consisting of a removable core, a housing
and a cover.
The core has two end plates, fuel tubes and two baffles.
The fuel tubes are attached to the end plates and the baffles inside lengthen the
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oil circulation path around the fuel inlet tubes.
Sealing rings installed on the core provide insulation between the oil and fuel are-
as.
Heat Exchanger Housing

The housing encloses the core, and the following items are located on its outer
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portion:
• An oil pressure relief valve, which by-passes the oil when the differential pres-
sure across the oil portion of the exchanger is too high.
• A fuel pressure relief valve, which by-passes the fuel when the differential pres-
sure across the fuel portion of the exchanger is too high.
• A drain port, for fuel leak collection from inter-seal cavities, that prevent oil cav-
ity contamination.
• An optional fuel-out temperature probe port.

73-10-10
Figure 5: Main Oil/Fuel Heat Exchanger
MAIN OIL/FUEL
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HEAT EXCHANGER
SERVO
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FUEL HEATER
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AGB

73-10-11
Fuel Nozzle Filter The fuel nozzle filter collects any contaminants that may still be left in the fuel be-
fore it goes to the fuel nozzle supply manifold.
The fuel nozzle filter is installed near the servo fuel heater at 8 o’clock and at-
tached to the fuel flow transmitter. Figure 6: Fuel Nozzle Filter
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B
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FUEL
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NOZZLE
FILTER
A
OUTLET
B
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FUEL FUEL
FLOWMETER
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INLET
FUEL

73-10-12
Figure 7: Fuel Nozzles DAC
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20 nozzles are connected to 2 manifold assemblies.

73-10-13
Figure 8: Fuel Nozzle SAC
COMBUSTION
CASE
COMBUSTION CASE
REAR FLANGE
COMBUSTION CASE
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FRONT FLANGE
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HP TURBINE
SECTION
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COMBUSTION
CHAMBER

73-10-14
Fuel Nozzle Identification The wider spray angle is incorporated to improve altitude re-light capability.
Basically, all fuel nozzle models are similar, provide the same operational perform- To facilitate identification of the nozzle type, a colour band is installed on the noz-
ances, and are mounted and connected to the engine in an identical manner. zle body. The colours are also engraved on the band.
However, four nozzles located in the pilot burning area in the combustion cham- • Blue colour band on the 16 regular fuel nozzles.
ber, on either side of the spark plugs, have a wider primary spray angle. Natural colour band on the 4 wider spray fuel nozzles.
Figure 9: Fuel Nozzle Identification
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PRIMARY FLOW
(BLUE BAND)
64°
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PRIMARY
FLOW
89°
SPARK PLUGS
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WIDER
FUEL NOZZLES
(NATURAL BAND)
8 O'CLOCK
4 O'CLOCK
WIDER FUEL NOZZLES
(NATURAL BAND)

73-10-15
Fuel Nozzle Operation

The fuel nozzle is a welded assembly which delivers fuel through two independent
flows, and consists of:
• a cover, where the nozzle fuel inlet connector is located.
• a cartridge assembly, which encloses a check valve and a metering valve.
• a support, used to secure the fuel nozzle onto the combustion case.
• a metering set, to calibrate primary and secondary fuel flow sprays.
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73-10-16
Figure 10: Fuel Nozzle Operation

CARTRIDGE
CHECK VALVE
VALVE ASSEMBLY
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INLET
CONNECTOR
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2.0 LB CHECK VALVE FORCE LEVER
(FUEL CONTAMINANT RESISTANCE)
COLOR BAND
(BLUE OR NATURAL)
STIFF STEM DESIGN
SUPPORT
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PRIMARY FLOW A
SWIRL VALVE
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A
AIR GAP
SECONDARY FLOW
PRIMARY
METERING SET PRIMARY FLOW SPIN
CHAMBER
WEAR COAT

73-10-17
IDG Oil Cooler

The Integrated Drive Generator (IDG) oil cooler uses the HMU by-pass fuel flow
to cool down the oil used in the IDG mechanical area.
The IDG oil cooler is located on the fan case, just above the engine oil tank, be-
tween the 9 and 10 o’clock positions.
The interfaces are:
• The fuel supply and return lines.
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• The oil supply and return lines.
After the heat exchange, the fuel returns to the inlet of the main oil/fuel heat ex-
changer, and the oil goes back to the IDG.
The unit consists of a matrix providing the heat exchange operation, a housing,
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and a cover enclosing a pressure relief valve.
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73-10-18
Figure 11: IDG Oil Cooler Design
INTEGRATED
DRIVE
OIL IN GENERATOR
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OIL OUT
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HMU
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MATRIX
FUEL IN (INSIDE)
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FUEL OUT
HOUSING
MAIN OIL/FUEL
HEAT DRAIN PLUG COVER
EXCHANGER

73-10-19
IDG Cooler Operation

There are two different flows within the unit, the fuel flow, and the oil flow.
The fuel flows inside a tube bundle and the oil circulates around the tube bundle
to transfer heat to the fuel.
If the pressure drop is greater than 24 psid inside the matrix, a valve opens and
by-passes the matrix.
The matrix consists of a tube plate, 7 baffles and aluminum alloy fuel tubes (U-
shaped). The fuel tubes are attached to the plate, and the baffles provide 8 oil cir-
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culation paths.
The housing encloses the oil supply port, the oil out port, and the oil drain port.
The cover encloses the fuel supply port, the fuel out port, and the bypass valve.
This valve is installed in parallel with the fuel inlet and outlet ports, and by-passes
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the fuel directly towards the heat exchanger, if the differential pressure reaches 24
psi.
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73-10-20
Figure 12: IDG Oil Cooler Operation
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IDG OIL
COOLER
FUEL
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IDG OIL
COOLER
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IDG
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IDG

73-10-21
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73-10-22
A318/A319/A320/A321 73-20 Controlling
73-20 Controlling
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73-20-1
FADEC Presentation
FADEC Definition
Each engine is equipped with a duplicated FADEC (Full Authority Digital Engine
Control) system. The FADEC acts as a propulsion system data multiplexer making
engine data available for condition monitoring.
FADEC Controls
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The FADEC provides the engine systems regulation and scheduling to control the
thrust and optimize the engine operation.
The FADEC provides:
• Gas generator control
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• Flight deck indication data
• Engine limit protection
• Power management
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• Thrust reverse control
• Feedback
• Automatic engine starting
FADEC Benefits
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The FADEC:
• Saves weight and fuel by dimension free control of the gas generator.
• Reduces pilot workload and maintenance cost.
• Allows the optimum adaptation of thrust rating schedules to the aircraft needs.
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73-20-2
Figure 1: FADEC Presentation
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73-20-3
FADEC Principle Engine Systems Control

The FADEC provides optimal engine operation by controlling the:
FADEC • Fuel Flow
The FADEC consists of the Engine Control Unit and its peripheral components • Compressor Airflow and Turbine Clearance
and sensors used for control and monitoring.
The Engine Control Unit (ECU) is in relation with the other aircraft systems through Thrust Reverse
the Engine Interface Unit. The FADEC supervises entirely the thrust reverse operation.
The primary parameters (N1, N2, EGT, Fuel Flow) are sent directly by the ECU to In case of a malfunction, the thrust reverser is stowed.
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the ECAM. The secondary parameters are sent to the ECAM through the ElU.
Start and Ignition Control
General
The FADEC controls the engine start sequence. It monitors N1, N2, and EGT pa-
The Full Authority Digital Engine Control system manages the engine thrust and rameters and can abort or recycle an engine start. The FADEC controls the start-
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optimizes the performance. ing and ignition in automatic or manual mode when initiated from the ENGINE start
or ENGINE MAN START panels. Each channel can control the starter valve oper-
Power Management ation, the HP Fuel Shut Off Valve opening and the ignition during engine start se-
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The FADEC provides automatic engine thrust control and thrust parameter limits quence. The engine start sequence is entirely controlled by the FADEC. In case
computation. of an incident during start the FADEC stops automatically the sequence and
schedules a dry cranking to permit an engine restart.
The FADEC manages power according to two thrust modes:
• Manual mode depending on thrust lever angle (TLA). ECU Cooling
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• Auto thrust mode depending on auto thrust function generated by the AFS (Au-
The Engine Control Unit is cooled by air. In flight the air flow is sufficient to cool it.
to Flight System).
The FADEC also provides two idle mode selections: Fuel Return Valve
• The approach idle. The Engine Control Unit controls a fuel return valve to provide IDG oil cooling by
It is obtained when slats are extended. a re circulation of the Engine Fuel to the aircraft tanks. The ECU opens the fuel
• And minimum idle. return valve when the engine oil temperature is high. This valve is closed during
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It can be modulated up to approach idle depending on: max power or when the aircraft fuel system sends an inhibition signal to the
• Air conditioning demand FADEC.
• Engine anti-ice demand
• Wing anti-ice demand
• Oil temperature (for IDG cooling).
Engine Limit Protection

The FADEC provides overspeed protection for N1 and N2, in order to prevent en-
gine exceeding certified limits, and also monitors the Exhaust Gas Temperature.

73-20-4
Figure 2: FADEC Principle
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73-20-5
FADEC Architecture FAIL SAFE CONTROL

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

73-20-6
Figure 3: FADEC Architecture
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73-20-7
ECU Electrical Supply FADEC Ground Power Panel

For maintenance purposes and MCDU Engine Tests, the Engine FADEC Ground
General Power Panel permits FADEC power supply to be restored on the ground with en-
The Engine Control Unit is supplied from the aircraft electrical power when engine gine shut down.
is shut down, then from the ECU generator when the engine is running. When the corresponding ENGine FADEC GND POWER P/B is pressed ON the
ECU electrical supply: ECU takes again its power supply.
• aircraft network when N2<15% Note that also the FADEC is re powered as soon as the engine start selector or
• ECU generator when N2>15%. the master lever is selected.
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Powering N2<15% Permanent Magnetic Alternator / PMA
Each channel is independently supplied by the aircraft 28 volts through the Engine Aircraft electrical supply bus: 28 VDC
Interface Unit.
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Two separate aircraft power sources are connected to the ECU. Both aircraft
A/C 28VDC permits: sources are routed through the Engine Interface Unit (EIU). They are used when
• automatic ground check of FADEC before engine running the engine is not running, when engine speed is below 15% N2 and in the case of
• engine starting loss of the ECU control alternator.
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• powering the ECU while engine reaches 15% N2. The NORMAL aircraft bus source is hard-wired to CH B.
Note that EIU takes its power from the same Bus bar as ECU. The EMERGENCY aircraft bus source is hard-wired to CH A.
Powering N2>15%
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As soon as Engine is running above 15% of N2, the ECU generator can supply
directly the ECU.
The ECU generator supplies each channel with three-phase AC. Two transformer
rectifiers provide 28VDC power supply to channels A and B. Above 15% N2 the
supply from the aircraft (A/C) network is cut-off through the EIU depowering func-
tion.
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Auto Depowering
The FADEC is automatically depowered on the ground, through the EIU, after en-
gine shutdown.
ECU automatic depowering on the ground:
• after 5min of A/C power up.
• after 5min of engine shut down.
Note that an action on the ENGINE FIRE P/B provides ECU power cut off from the
A/C network.

73-20-8
Figure 4: ECU Power Supply
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73-20-9
ECU Interfaces ECU Channel B Outputs

Channel B provides outputs via ARINC buses to the: EIU, FWCs, DMCs, and FM-
General GC. It also provides outputs to the engine controls.
The Electronic Control Unit (ECU) interfaces with various systems through chan-
nels A and B.
ECU Channel A Inputs

Channel A receives via bus network:
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• The anemometric parameters for thrust calculation from the Air Data Inertial
Reference System (ADIRS),
• The A/C command signals from the Engine Interface Unit (EIU) for engine con-
trol.
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Each ECU receives a single hardwired signal from the instinctive disconnect push
buttons. The Throttle Control Unit sends the Throttle Resolver Angle (TRA). Each
ECU also receives signals from engine sensors.
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NOTE:
The relationship between the Throttle Lever Angle (TLA) and TRA is linear and: 1
degree TLA is 1.9 degrees TRA.
The ECU is electrically supplied via the EIU only when N2 is below 12%. The ig-
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nition is supplied by 115 VAC.
ECU Channel B Inputs

Channel B has the same inputs as channel A from the ADIRS, EIU, Throttle Con-
trol Unit, autothrust disconnect switches and engine sensors.
ECU Channel A Outputs

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

73-20-10
Figure 5: ECU Interfaces
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73-20-11
EIU Interfaces Outputs

The EIU sends digital and discrete outputs.
Inputs
The Engine Interface Unit (EIU) receives digital, discrete and analog inputs. Digital Outputs
The EIU sends digital outputs to:
Digital Inputs • the Bleed Monitoring Computer (BMC) for pneumatic valve operation,
The Engine Interface Unit (EIU) receives digital inputs from: • the Flight Warning Computers (FWC) for alarms and indication,
• the Centralized Fault Display Interface Unit (CFDIU) for engine troubleshooting • and, the Centralized Fault Display Interface Unit, (CFDIU) for fault messages.
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and test,
Other digital outputs are sent to channel A and channel B of the ECU.
• the Air Conditioning System Controller (ACSC), for bleed air demands of the
air conditioning system, Discrete Outputs
• and the Flight Control Unit (FCU) for the auto-thrust function. The EIU provides the following discrete outputs to other A/C systems for some re-
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The EIU also receives data from each channel of the Electronic Control Unit quired commands and specific engine operations:
(ECU). • start valve closure,
• thrust reverser inhibition,
Discrete Inputs
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• APU boost demand,
The EIU receives command signals from the following control panels: • oil low pressure,
• wing anti-ice,
• HP fuel Shut-off Valve (SOV) closed,
• engine anti-ice, • N2 at or above minimum idle,
• Full Authority Digital Engine Control (FADEC) ground power panel,
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• Throttle Lever Angle (TLA) in takeoff position,
• engine fire panel,
• engine FAULT light on.
• engine start panel,
• Throttle Control Unit thrust reverser microswitch. Supply Module
It also receives specific signals of A/C configuration from the following computers: The EIU contains a power supply module that is used to supply electrical power to
• Landing Gear Control Interface Unit (LGCIU), the ECU and the ignition systems.
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• Slat and Flap Control Computer (SFCC), NOTE:
• Fuel Level Sensing Control Unit (FLSCU). If the EIU electrical power is lost, the EIU fails and engine restart is not possible.
Other Discrete Inputs
Other discrete inputs are provided for the engine oil low pressure warning.
Analog Inputs
The EIU receives analog signals corresponding to values of secondary parame-
ters from engine sensors, for display on the ECAM engine page.

73-20-12
Figure 6: EIU Interfaces
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73-20-13
FADEC/Interfaces Differences between Classic and

Enhanced
On the A319/A320/A321, the only engine limit protection is to provide overspeed
protection for N1 and N2 via the Full Authority Digital Engine Control (FADEC).
On the A318 model an additional function is integrated. The Thrust Control Mal-
function (TCM) protection is a protection against engine uncommanded and un-
controllable power excursion:
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• in case the throttle lever / Hydro Mechanical Unit (HMU) metering valve is in an
uncommanded position,
• and resulting in aircraft (A/C) instability on the ground.
To integrate this new protection, the following components have been added:
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• wiring,
• relays,
• circuit breakers.
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The software in these computers has been modified:
• The Engine Control Unit (ECU),
• Engine Interface Unit (EIU)
• Spoiler and Elevator Computer (SEC)
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• Flight Warning Computer (FWC).
The FADEC TCM protection can command the engine shut down on ground via
A/C master switch control wiring, when an engine uncommanded and uncontrol-
lable power excursion is detected.
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73-20-14
Figure 7: FADEC and Interfaces
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73-20-15
TCM Protection Function Description ECU triggers the TCM protection. The TCM protection is only active if the TCM A/
C ARMING SEC RELAY status satisfies the arming condition for:
The SEC receives the Throttle Lever/Throttle Control Unit (TCU) / potentiometer
and Radio Altimeter (RA) data. From this information, the SEC states ''A/C on • The TCM engine ARMING RELAY,
ground and related engine throttle lever at or below idle'' and controls its TCM A/ • The ECU control drive (28 VDC supply inside ECU).
C ARMING SEC RELAY. If the ECU detects an engine uncommanded and uncon- When all TCM conditions are satisfied, the 28 VDC supplies the Eng master switch
trollable power excursion and the A/C is confirmed on ground (Landing Gear Con- ON position to energize the engine High Pressure Shut Off Valve (HPSOV) via A/
trol and Interface Unit (LGCIU) signal via EIU, Mach number consolidation), the C master switch control wiring.
Figure 8: TCM Protection Function Description
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73-20-16
Engine System Warnings • SEC 1 and 2 failed,

Here are new warnings for the TCM protection. • ECU TCM detection is lost.
• ENGINE 1 OR 2 FAIL - THRUST MALFUNCTION
ENGINE 1 OR 2 OVERTHRUST PROTECTION FAULT
This message is displayed during Engine Shut down when commanded by the
In case of the loss of data or loss of the power supply for the ECU, the TCM pro-
TCM detection. The main warning ENG 1 or 2 FAIL is accompanied by the
tection is lost (TCM Engine ARMING RELAYS fail open). In this case, the warning THRUST MALFUNCTION message. The technician can retrieve the relevant
message is shown amber on the ECAM Engine and Warning Display (EWD). BITE fault message, as detected by the ECU fault isolation process.
Typical data loss:
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Figure 9: Engine System Warnings
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73-20-17
CFDS ENG Pages Figure 10: CFDS Engine Pages
ECU Menu Page A319/320/321

The following MCDU pages show the menu of the FADEC:
• TROUBLE SHOOTING REPORT line key is replaced by TROUBLE SHOOT ** ENGINE X MAIN MENU **
REPORT line key,
• A SPECIFIC TEST line key is added. <LAST LEG IGN TEST>
REPORT
<PREV LEGS T/R TEST>
Specific Tests REPORT
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The specific tests menu allows the testing of the TCM A/C ARMING SEC and ECU <LRU IDENT FADEC TEST>
relays which have been added for the TCM protection function. REPORT
<TROUBLE SHOOTING
REPORT
<CLASS 3 SCHED MAINT>
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REPORT REPORT
<RETURN SPECIFIC DATA>
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A318
** ENGINE X MAIN MENU **
<LAST LEG IGN TEST>

REPORT
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<PREV LEGS T/R TEST>
REPORT
<LRU IDENT FADEC TEST>
REPORT
<TROUBLE SPECIFIC>
SHOOT REPORT TESTS
<CLASS 3 SCHED MAINT>
REPORT REPORT
<RETURN SPECIFIC DATA>

73-20-18
Figure 11: Specific Tests
OR
SPECIFIC TESTS SEC RELAY STATUS SEC RELAY STATUS

ENGINE X CHANNEL Y ENGINE X CHANNEL Y ENGINE X CHANNEL Y
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<ECU RELAY 1+2 CTRL
INITIAL CONDITION: INITIAL CONDITION:
<ECU RELAY 1 CTRL SEC RELAY CLOSED SEC RELAY OPEN
<ECU RELAY 2 CTRL
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<SEC RELAY STATUS
<RETURN PRINT* <RETURN PRINT* <RETURN PRINT*
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X is, „1“ IF ECU 1
ECU RELAY 1+2 CTRL ECU RELAY 1 CTRL „2“ IF ECU 2
ENGINE X CHANNEL Y ENGINE X CHANNEL Y
RELAY COMMANDED CLOSED RELAY COMMANDED CLOSED

DURING 5 SECONDS DURING 5 SECONDS Y is, „1“ IF CHANNEL A
„2“ IF CHANNEL B
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MAKE SURE THAT THE MAKE SURE THAT THE
ENGINE X AMBER FAULT ENGINE X AMBER FAULT
LIGHT LOCATED ON ENGINE LIGHT LOCATED ON ENGINE
PANEL 115VU IS ON/OFF PANEL 115VU IS OFF
AS EXPECTED
<RETURN PRINT* <RETURN PRINT*

73-20-19
Electronic Control Unit “ECU”

ECU Location
The ECU is a dual channel computer housed in an aluminium chassis, which is
secured on the right hand side of the fan inlet case.
Four mounting bolts, with shock absorbers, provide isolation from shocks and vi-
brations.
Two metal straps ensure ground connection.
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ECU Cooling System
To operate correctly, the ECU requires cooling to maintain internal temperatures
within acceptable limits.
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Ambient air is picked up by an air scoop, located on the right hand side of the fan
inlet cowl. This cooling air is routed up to the ECU internal chamber, around chan-
nel A and B compartments, and then exits through an outlet port in the fan com-
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partment.
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73-20-20
Figure 12: Electronic Control Unit

COOLING
DUCT INLET
ECU
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MOUNTING
BOLT
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COOLING AIR
INLET
FAN INLET
COWL
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OUTLET
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73-20-21
ECU Architecture
The ECU has three compartments:
• The main compartment houses channel A and channel B circuit boards and a
physical partition separates them. The motherboard, accessed through the
front panel, accomodates:
– Electrical connectors.
– Ignition relays.
– Hardwired lightning protection assemblies.
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Two pressure subsystem compartments house pressure transducers. One sub-
system is dedicated to channel A, the other to channel B.
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73-20-22
Figure 13: ECU Compartments

PRESSURE TRANSDUCER
CIRCUIT BOARDS
CHANNEL A
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CHANNEL B
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PRESSURE
SUBSYSTEM A
COMPARTMENT
PRESSURE
FRONT PANEL
SUBSYSTEM B ASSEMBLY
COMPARTMENT

73-20-23
Front Panel Electrical Connectors

There are 15 threaded electrical connectors located on the front panel.
Each connector features a unique key pattern which only accepts the correct cor-
responding cable plug.
The connectors are identified through numbers from J1 to J15 marked on the pan-
el.
All engine input and command output signals are routed to and from channels A
and B, through separate cables and connectors.
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73-20-24
Figure 14: Electrical Connectors
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J2
8 J6
15 J
4 J
7 J1 J4
J5 J 0
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J1 J 1 2 J1
J13
J 11
J9
J3
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CHANNEL A CHANNEL B
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CONNECTOR CONNECTOR FUNCTION
(ODD) (EVEN)
J1 J2 A/C POWER (28V) AND IGNITER POWER (115V)

J3 J4 A/C INPUT/OUTPUT AND TLA
J5 J6 THRUST REVERSER
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J7 J8 SOLENOIDS, TORQUE MOTORS, RESOLVERS, N2
J9 J10 ALTERNATOR, SAV, N1 AND T12
J11 J12 LVDT'S, RVDT'S, T25, BSV POSITION SWITCH
SHARED J14 ENGINE IDENTIFICATION PLUG
J13 SHARED WF METER, THERMOCOUPLES
J15 SHARED TEST INTERFACE

73-20-25
Engine Rating/Identification Plug

The engine rating/identification plug provides the ECU with engine configuration
information for proper engine operation.
It is plugged into connector J14 and attached to the fan case by a metal strap. It
remains with the engine even after ECU replacement.
The plug includes a coding circuit, soldered to the plug connector pins. It is
equipped with fuse and push-pull links which either ensure, or prohibit connec-
tions between the different plug connector pins.
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The ECU stores schedules, in its Non-Volatile Memory (NVM), for all available en-
gine configurations.
During initialization, it reads the plug by looking for voltages on certain pins. De-
pending on the location and voltage present at specific pins, the ECU will select a
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specific schedule.
In the case of a missing, or invalid ID plug, the ECU uses the value stored in the
NVM for the previous plug configuration.
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73-20-26
Figure 15: Identification Plug Description

SAFETY WIRE
CODING CIRCUIT
PUSH-PULL LINK
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O-RING
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SHEATHED
CABLE
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BOLTED ON THE
FAN CASE

73-20-27
Coding Circuit Previous, or new Connector

The ID plug is equipped with fuse and push-pull links. Only the new type allows serial number programming through the MCDU.
Fuse Links
Fuse links provide the ECU with thrust information at power up.
They are made by metallization of an area between two contacts of the coding cir-
cuit.
Closed by design, these links can only be opened by burning them out, thus their
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reconfiguration is not possible.
Certified Thrust Ratings

By design, all 5B engines can produce a take-off thrust of 32000 lbs. Specific con-
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tacts within the identification plug enable various thrust ratings, which are:
• B1: 30000 lbs A321.
• B2: 31000 lbs A321.
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• B3: 33000 lbs A321.
• B4: 27000 lbs A320.
• B5: 22000 lbs A319.
• B6: 23500 lbs A319.
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Bump Selection
Bump is an option provided to achieve power levels greater than the normal take-
off levels within specific limitations.
Specific bump rating capabilities may be set by the engine identification plug.
A bump rating, when installed, may be selected, or de-selected, by actuating a
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push-button on the throttle lever.
The bump rating does not influence power levels which are at, or below Max Con-
tinuous Thrust (MCT).
For any available bump, the redline values (N1, N2, EGT) remain identical to the
baseline rating.
Plug Type
5A / 5B differentiation: 5A and 5B ECU’s are identical.

73-20-28
Figure 16: Fuse Links Coding Circuit
THRUST RATINGS A321

THRUST RATINGS A319 CFM56-5B1 (30,000 lbs)
CFM56-5B1/2 (30,000 lbs)
CFM56-5B5 (22,000 lbs) CFM56-5B1/P (30,000 lbs)
CFM56-5B5/2 (22,000 lbs) CFM56-5B1/2P (30,000 lbs)
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CFM56-5B5/P (22,000 lbs) CFM56-5B2 (31,000 lbs)
CFM56-5B5/2P (22,000 lbs) CFM56-5B2/2 (31,000 lbs)
CFM56-5B6 (23,500 lbs) CFM56-5B2/P (31,000 lbs)
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CFM56-5B6/2 (23,500 lbs) CFM56-5B2/2P (31,000 lbs)
CFM56-5B6/P (23,500 lbs) CFM56-5B3/P (33,000 lbs)
CFM56-5B6/2P (23,500 lbs) CFM56-5B3/2P (33,000 lbs)
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CFM56-5B7/P (27,000 lbs)
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OPTION
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THRUST RATINGS A320
CFM56-5B4 (27,000 lbs)

CFM56-5B4/2 (27,000 lbs)
CFM56-5B4/P (27,000 lbs)
5A - 5B
CFM56-5B4/2P (27,000 lbs)
DIFFERENTIATION

73-20-29
Coding Circuit Figure 17: Push-Pull Links Configuration
Push-Pull Links
Push-pull links provide the ECU with configuration information. 5B - 5B/P
DIFFERENTIATION
They consist of switch mechanisms located between 2 contacts and can be man-
ually opened, or closed, according to customer requests.
5B and 5B/P Differentiation
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‘/P’ stands for Performance package and /P models feature some hardware im-
provements, such as:
• 3D design HPC blades and vanes.
• Transient Bleed Valve (TBV), deletion of the HPC clearance control function
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(RAC).
• 3D design HPT blades and nozzles.
• HPT shroud support modified to improve flow path sealing.
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• 3D design LPT blades and vanes.
Engine Type
5B engines are equipped either with Single Annular Combustor (SAC), or Double
Annular Combustor (DAC).
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DAC technology focuses on a new compact combustor design with the objective
of lowering the combustion gas temperature and residence times, both of which
affect NOx levels.
The design incorporates two annular combustor chambers each with 20 domes
(20 pilot, 20 main). SAC - DAC
DIFFERENTIATION
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By distributing fuel to the most appropriate dome ring within the combustor, mini-
mum NOx levels are obtained at all power settings during a typical flight cycle
(idle, take off, climb, cruise, descent, landing, reverse).
Note: Various DAC type combustion chambers are available in terms of hardware
and fuel distribution logic.

73-20-30
N1 Trim Level Figure 18: Push-Pull Links Configuration

Engine built-up tolerances create thrust differences between engines operating at
the same N1.
The ECU uses the N1 discrete modifier to reduce the thrust differences between PMUX
individual engines. EGT
MONITORING
The N1 command is reduced within the ECU, and this reduces the N1 actual
speed by a certain percentage.
Since N1 speed equals thrust, different thrust outputs can be matched.
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The N1 modifier level that reduces N1, does not affect the value sent to the flight
deck for display, and so, the flight deck N1 indication remains unaffected.
N1 trim levels (or modifiers) are determined during the test cell run and the N1 trim
is only active beyond MCT setting.
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PMUX (Engine Condition Monitoring)
An optional monitoring kit is available upon customer request and comprises:
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PS13, P25 and T5.
Tool
When pulled, this link enables the engine serial number to be loaded into the
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ECU’s NVM, through test connector J15.
This operation requires the CFM ENGINE SERIAL NUMBER PROGRAMMER.
Note: with a new type plug, programming of the serial number is now possible
through a flight deck MCDU. N1 TRIM
EGT Monitoring TOOL

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This option provides thorough EGT monitoring.
Class 2 or class 1 messages are displayed, according to various EGT thresholds
stored in the ECU’s NVM.

73-20-31
Pressure Sub-System
Five pneumatic pressure signals are supplied to the ECU pressure sub-system.
Transducers inside the pressure sub-system convert these pneumatic signals into
electrical signals.
The three pressures used for engine control (P0, PS12, PS3) are supplied to both
channels.
The two optional monitoring pressures are supplied to a single channel:
• PS13 is dedicated to channel A
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P25 is dedicated to channel B
Pressure Sub-System Interfaces
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The shear plate serves as an interface between the pneumatic lines and the ECU
pressure sub-system.
The three control pressures are divided into channel A and channel B signals by
passages inside the shear plate, which is bolted on the ECU chassis.
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Individual pressure lines are attached to connectors on the shear plate. The last
few inches of the pressure lines are flexible to facilitate ECU removal and installa-
tion.
The shear plate is never removed during line maintenance tasks.
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When the optional monitoring kit (PMUX) is not required, P25 and PS13 ports are
blanked off, and the two dedicated transducers are not installed in the ECU.
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73-20-32
Figure 19: Pressure Sub System
SHEAR PLATE
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J2
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J6
J8
J15
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J 1 4
J7 J4
J5 J10
J1 12
J
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P0 J
J11
J9
PS13 J3
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PS3
PRESSURE SUB SYSTEM

RELIEF VALVE
P25
PS12

73-20-33
Speed Sensors Engine Oil Temperature, TEO.

LP rotating system speed, N1.
Pressures
HP rotating system speed, N2.
Ambient static pressure, P0.
Resistive Thermal Device (RTD Sensors) HPC discharge static pressure, PS3 or CDP.
Fan inlet temperature, T12. Engine inlet static pressure, PS12.
High Pressure Compressor inlet temperature, T25. Fan discharge static pressure, PS13 (optional).
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HPC inlet total pressure, P25 (optional).
Thermocouples The pressures are measured through transducers (quartz capacitive pressure
Compressor discharge temperature, T3. sensors) located in the ECU.
Exhaust Gas Temperature, EGT or T49.5.
Vibration Sensors
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LPT discharge temperature, T5 (optional monitoring kit).
There are two vibration sensors, which are installed on the engine and connected
HPT shroud support temperature, T Case. to the Engine Vibration Monitoring Unit (EVMU).
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Figure 20: Engine Sensors Stations
0 12 13 25 17 3 49.5 5
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73-20-34
Figure 21: Engine Sensors
T25 T3 T49.5
(EGT)
PS13 P25 PS3
T5
T12
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PS12
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TRF
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VIB SENSOR
(TAKEN ON ECU ITSELF)
P0
T CASE
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No.1 BRG
VIB SENSOR
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N2
SPEED SENSOR
N1
SPEED SENSOR

73-20-35
T12 Sensor Figure 22: T12 Sensor

The T12 temperature sensor measures the fan inlet temperature and is installed
through the fan inlet case, at the 1 o’clock position. RECEPTACLE
RECEPTACLE
The portion that protrudes into the airflow encloses two identical sensing ele-
ments.
CHANNEL B CHANNEL A
One sensing element is dedicated to the ECU channel A, the other to channel B.
The mounting plate is equipped with elastomer dampers for protection against vi-
brations.
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The sensor is secured on the fan inlet case with four bolts, and a stud ensures cor- GROUND STUD
rect ground connection. ELASTOMER
DAMPERS
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HOUSING

73-20-36
Figure 23: PS12 Sensor
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73-20-37
Ps 13 Static Pressure Sensor A pneumatic line carries the pressure signal to the ECU pressure plate.
The PS13 sensor is single optional monitoring sensor, in the secondary air flow,
behind the fan outlet guide vanes (OGV) aerodynamic station 13 at the 1:30
o’clock position.
Figure 24: PS 13 Static Pressure Sensor
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73-20-38
T25 Temperatur Sensor HP compressor inlet). This dual sensor is of the resistor probe type (platinum).T25
Temperature Sensor
The T25 sensor is located at 4:30 o'clock upstream of variable bleed (VBV) in fan
frame. The sensor measures the air temperature downstream of the booster (or
Figure 25: T25 Temperatur Sensor
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73-20-39
P25 Pressure Sensor The P25 sensor is installed at 6 o’clock, on the inner wall of the fan frame mid-box
structure, between two struts.
The P25 sensor is a single optional monitoring sensor.
One nipple allows the connection to a pneumatic line that carries the pressure sig-
nal to the ECU pressure plate.
Figure 26: P25 Pressure Sensor
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73-20-40
T3 Thermocouple The signals are send to the ECU and used in the rotor active clearance control
(RAC), high pressure turbine active clearance control (HPTACC), and burner
The T3 thermocouples sense the temperature of the primary airflow at the high
staging valve (BSV) control logics.
pressure compressor delivery.
Figure 27: T3 Thermocouple
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73-20-41
PS3 Sensor The PS3 value is used in the engine fuel metering logic by the ECU.
To provide the high pressure compressor discharge static pressure (HPC stage 9
delivery pressure: aerodynamic station 3) signal to the ECU.
Figure 28: PS3 Sensor
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73-20-42
Figure 29: EGT Harness
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73-20-43
T5 Temperature Sensor The two thermocouples are parallel wired in the box and a single signal is sent to
the ECU.
The T5 temperature sensor is a optional monitoring sensor.
Connection with the harness HCJ13.
The T5 temperature sensor is installed at the 4 o’clock position on the turbine rear
frame.
Figure 30: T5 Temperature Sensor
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73-20-44
N1 Indicating System These sensing elements are hermetically enclosed in a stainless steel housing.
The sensitive elements transmit signals. The signals are supplied to the connec-
General tors through conductors embedded in a metal tube.
The measurement channel for the low pressure rotor is designed as follows: A sensor ring mounted on the fan shaft is provided with 30 teeth.
• the speed sensor on the engine sends a signal to the ECU
The passage of each tooth modifies the flux field of the magnets and causes a flux
• the ECU processes the N1 signal and transmits it to the ECAM through the AR- variation in the coils. This generates an alternating electromotive force proportion-
INC 429 data bus. al to the rotational speed of the low pressure rotor assembly.
N1 Speed Sensor The sensor ring has one tooth thicker than the 29 others. This tooth gener-
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ates a signal of greater amplitude used as phase reference for trim balance
General (processed in the EVMU).
The N1 speed sensor is installed in the fan frame strut No.6 at the 5:00 o'clock
position. It is secured to the fan frame with 2 bolts.
N1 Speed Sensor Signals
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When the N1 speed sensor is installed on the engine you can only see these com- The triple N1 speed sensor supplies the ECU channel A and channel B with sig-
nals that are representative of the rotational speed of the low Pressure rotor (N1).
ponents:
• the three-connector receptacle A third signal is sent to the aircraft engine vibration monitoring unit (EVMU).
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• the connector head The sensor ring has one thicker tooth. This tooth generates a stronger pulse that
• the sensor flange. is used as a phase reference in the engine vibration analysis.
Description
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The N1 speed sensor consists of the following:
• a three-connector receptacle (ch A - airframe - ch B).
• a flange for attachment of the sensor to the engine
• a rigid metal tube including two bonded damping rings, a magnetic head (sen-
sor probe) which includes 3 windings, 3 permanent magnets and the pole piec-
es and three pairs of shielded lead wire providing the electrical signals from the
sensing elements to the connectors.
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Operation
The N1 speed sensor:
• detects the LP rotor assembly rotational speed
• transmits the corresponding signals to the Engine Vibration Monitoring Unit,
the Electronic Control Unit, Channel 1 and the Electronic Control Unit, Channel
2.
This sensor is an induction type tachometer. It consists of 3 independent sensing
elements which are magnetically and electrically insulated from each other. Each
sensing element includes a magnet, a winding, and a pole piece.

73-20-45
Figure 31: N1 Speed Sensor
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73-20-46
N2 Indicating System The flux variation generates an alternating electromotive force proportional to the
rotational speed of the HP rotor assembly.
General
The measurement channel for the high pressure rotor speed is designed as fol-
lows:
• a speed sensor installed on the engine sends a signal to the ECU
• the ECU processes the N2 signal and transmits it to the ECAM through the AR-
INC 429 data bus (Ref. 73-25-00).
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N2 Speed Sensor
The N2 speed sensor is installed at 6:30 o'clock on the accessory gearbox (AGB)
rear face with 2 bolts.
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When the sensor is installed, only the 3 fixed connectors and sensor body are vis-
ible.
The N2 speed sensor consists of the following:
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A body including:
• three fixed connectors
• a flange for attachment to the AGB.
• a groove which accommodates a seal for tightness between sensor and AGB.
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A metal rigid tube including a magnetic head equipped with 3 polar pieces.
The N2 speed sensor detects the rotational speed of the HP rotor assembly. It
transmits the signal to the following equipment:
• Engine Vibration Monitoring Unit (EVMU)
• ECU (channel A)
• ECU (channel B)
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This sensor is an induction tachometer type. It comprises 3 sensitive elements.
Each element is magnetically and electrically isolated from the other.
Each sensitive element includes a magnet, a coil and a polar mass. These sensi-
tive elements are hermetically sealed in a stainless steel housing.
The sensitive elements transmit signals. The signals are supplied to the 3 connec-
tors through resin embedded wires.
A magnetic wheel, part of the AGB drive system, is provided with 71 teeth on its
web. The passage of each tooth in front of the magnetic head modifies the lines
of magnetic force of the magnets. This creates a flux variation in the coils.

73-20-47
Figure 32: N2 Speed Sensor
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73-20-48
T Case The sensor is installed on the combustion case at the 3 o’clock position, and con-
sists of:
The T case sensor measures the High Pressure Turbine (HPT) shroud support
temperature. • a housing, which provides a mounting flange and an electrical connector.
• a sensing element, fitted inside the housing and in contact with the shroud sup-
The temperature value is used by the ECU in the HPT Clearance Control system port.
logic.
Note: The probe is spring-loaded to ensure permanent contact with the shroud
support.
Figure 33: T Case Sensor
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HOUSING
THERMOCOUPLE
PAD VIEW B
ELECTRICAL
CONNECTION
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ELECTRICAL
CONNECTOR
SENSING
ELEMENT

73-20-49
TEO • The oil temperature is sensed by a single element. The unit consists of a
sealed, wire-wound resistance element. This element causes a linear change
Oil Temperature Sensor for the Engine Condition Monitoring (signal to EIU)
in the DC resistance when exposed to a temperature change.
• The oil temperature sensor (for the EIU) is located on the main oil pressure fil- • Temperature measurement range : - 70 deg.C to 300 deg.C (-94 deg.F to 572
ter housing of the lubrication unit, downstream of the pressure pump oil sys-
deg.F).
tem.
Figure 34: Engine Fuel System Components
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10:30 POSITION
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9:00 POSITION
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ELECTRICAL FUEL FILTER DIFFERENTIAL
CONNECTOR PRESSURE SWITCH
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ECU OIL
TEMPERATURE SENSOR
THERMOCOUPLE
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FWD SUMP ELECTRICAL
OIL SUPPLY TUBE CONNECTOR
FROM UPSTREAM AND

DOWNSTREAM FUEL FILTER FLOW

73-20-50
A318/A319/A320/A321 73-25 CFDS
73-25 CFDS
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73-25-1
A318/A319/A320/A321 73-25 CFDS
Engine System Report / Test ex: T495SEL is EGT selected.

The second page of the failure gives values of the other parameters sensed when
The engine SYSTEM REPORT/TEST menu gives access to the different comput- the fault occurred.
ers of the engine:
For engine interfaces: EIU1, EIU2
For FADEC systems:
ECU1 (FADEC1 CHANNELA), (FADEC1 CHANNELB)
ECU2(FADEC2 CHANNELA), (FADEC2 CHANNELB)
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For engine vibration: EVMU: SEE CHAPT 77-35
EIU1 and 2 have no specific functions.
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FADEC
This page shows the menu of the Full Authority Digital Engine Control, FADEC 1A.
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The FADEC is a type 1 system.
The FADEC 1(2)A(B) menu is available in CFDS back up mode.
To get access to the SYSTEM REPORT/TEST of FADEC 1(2)A(B), the ENG
FADEC1(2) GND PWR pushbutton switch must be set to ON if the FADEC
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is automatically de-energized:
• 5 minutes after engine shutdown or
• 5 minutes after aircraft power up.
Trouble Shooting Report

The trouble shooting report is used as additional trouble shooting to get more in-
formation about the suspect element in clear message.
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There are two pages of the trouble shooting report for each failure.
After the page title:
• the first line indicates the suspect element (PS3 PRESSURE)
• the second line recalls the corresponding fault message of the LAST LEG or
PREVIOUS LEGS REPORT (PS3 SENS LINE, ECU)
• OCCURRENCES: number of times that the failure occured
• ECU DSG: ECU designation (ECU 1)
• the messages are followed by the main parameter values sensed when the
fault occurred.

73-25-2
A318/A319/A320/A321 73-25 CFDS
Figure 1: Engine Trouble Shooting Report/Test
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73-25-3
A318/A319/A320/A321 73-25 CFDS
Figure 2: FADEC Test
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73-25-4
A318/A319/A320/A321 73-25 CFDS
EIU Bite and Test Description Figure 3: EIU Bite and Test General
General
The Engine Interface Unit performs several tests to isolate any faliure or failed
component.
The tests performed by the EIU are:
• Power up test
• MCDU test (Ground Scanning)
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• In operation test
The Ground Scanning is used as an MCDU test.
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73-25-5
A318/A319/A320/A321 73-25 CFDS
Power Up Test Figure 4: Power UP Test

The power up test starts automatically at power up provided that the aircraft is on
the ground and the engines are stopped.
The power up test verifies the integrity of the EIU.
The power test will be initiated if the computer power supply has been cut off for
more than 200 ms. The duration of the power up test is less than 3 seconds.
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73-25-6
A318/A319/A320/A321 73-25 CFDS
Figure 5: Power Up Test Figure 6: Last Leg Report
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The BITE message can be read by displaying the BITE contents of the EIU
through the LAST LEG REPORT.
This is a class 1 failure.
ECAM in case of failure.

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During aircraft power up, here is an example of what can be displayed on the
The power up test is not OK. The EIU has to be interrogated order to obtain infor-
mation concerning the problem.
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73-25-7
A318/A319/A320/A321 73-25 CFDS
MCDU Test (Ground Scanning) Figure 7: MCDU Test (Ground Scanning)

The ground scanning test can be activated from the MCDU provided the aircraft is
on the ground and engines are stopped.
The ground scanning is used as the EIU operational test through the MCDU.
This test has to be performed each time a maintenance action has been done on
the computer.
During Ground Scanning all input and output ports are tested and the EIU integrity
is verified.
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Following this test, the MCDU will display only the EIU system internal failures that
have occured since aircraft landing.
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73-25-8
A318/A319/A320/A321 73-25 CFDS
A test has been performed on the MCDU. The test was not OK, here is the mes-
sage given by the EIU during the ground scanning.
This is a class 3 failure.
Figure 8: Ground Scanning
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If a fault message is followed by “RTOK’, this indicates that the fault is not present
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anymore.
Figure 9: Ground Scanning
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73-25-9
A318/A319/A320/A321 73-25 CFDS
In Operation Test The aircraft arrived at gate, the line mechanic performed a POST FLIGHT RE-
The “In operation test” is a cyclic test performed automatically when the system PORT print.
operates. The Post Flight Report print gives the ECAM warning message and the EIU BITE
During in Operation Test all input and output signals are tested and the EIU integ- failure message through the CFDIU.
rity is verified. A cross check can be done by reading, through the SYSTEM REPORT/TEST
Following this test, the EIU sends, to the CFDS, the fault messages related to the menu, the BITE contents of the EIU (LAST LEG REPORT).
internal and external failures of the system. This is a class 1 failure.
Figure 10: In Operation Test
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Figure 11: In Operation Test
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73-25-10
A318/A319/A320/A321 73-25 CFDS
Figure 12: Tested Components
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73-25-11
A318/A319/A320/A321 73-25 CFDS
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73-25-12
A318/A319/A320/A321 73-25 CFDS
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73-25-13
A318/A319/A320/A321 73-25 CFDS
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73-25-14
Training Manual Ignition and Starting CFM56-5B
A318/A319/A320/A321 74-00
74 Ignition / Starting - CFM56-5B
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74-00-1
A318/A319/A320/A321 74-00 General
74-00 General
Control
The Engine Control Unit (ECU) controls and monitors the start sequence either in
automatic or manual mode.
The ECU is able to abort the start sequence in case of an incident:
• Start valve failure
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• Ignition failure
• HP fuel shutoff valve failure
• High EGT
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• Engine stall
The system consists of a start valve, an air starter, two ignition boxes and two ig-
niters (A & B).
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The start valve is fitted with a manual override handle for mechanic intervention
on the ground.
The necessary control signals needed by the ECU for an automatic start, for a
manual start or for dry/wet cranking are fed from the control Panels through the
EIU to the ECU.
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These control Panels are:
• Engine Mode switch with the positions “NORM”, “IGN/START” and “CRANK”;
and the two Master Control Levers with the positions “OFF” and “ON”. Two an-
nunciator “FAULT” lights supplied by the EIU come on, if a starting failure is de-
tected in AUTO MODE or a disagreement occurs between the HP shutoff valve
and the control.
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• The ENG MANUAL START Push Switches.

74-00-2
A318/A319/A320/A321 74-00 General
Figure 1: Maintanance Practices
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74-00-3
A318/A319/A320/A321 74-00 General
Automatic Start If “IGN/START” is reselected the continuous relight function is initiated on

the running engine(s).
Aircraft configuration: At any time if the MASTER LEVER is set to “OFF” the start sequence or engine
APU is running and APU BLEED ON. operation is interrupted.
When “IGN/START” is selected, the engine page is called automatically with igni- With the MASTER LEVERS at “OFF”, the LP and HP SOV’s are closed.
tion indication and the ECU initiates the start sequence. With both engines shut down, the DOOR/OXY page is displayed.
As soon as the MASTER LEVER is set to “ON” position, the LP fuel The ECU aborts the starting sequence in case of following detected inci-
shut-off valve opens and the ECU opens the start valve. dents:
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• Start valve position confirmed on ECAM ENGINE page. • Start valve failure
• N2 is increasing. • HP fuel SOV failure
• Hot start
At 16% of N2 • Stall
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When N2 reaches 16% the ECU provides ignition. • Overspeed
The selection of the igniter is automatically done by the ECU. • Engine fails to lightoff after continuous ignition is selected.
At each start the igniter selection will change. In case of a starter valve failure, the ECU automatic start logic is compatible also
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• On the ECAM ENGINE page, the corresponding igniter system (A) chosen by with manual actuation of the start valve.
the ECU is displayed. On ground automatic start abort and automatic dry cranking in case of detected
hot start, stall, failure to light, hung start and starter time exceedence. Up to 4 start
At 22% of N2 attempts are possible.
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When N2 reaches 22% the ECU opens the HP fuel shut-off valve.
In case of ignition delay, the ECU will automatically operate both exciters after an
• Fuel Flow is provided. automatic dry motoring sequence.
Now the ECU controls the evolution of the EGT and N2 according to their sched- If the ECU aborts the automatic starting sequence the Display shows “AUTO
ules, to provide the correct fuel flow. CRANK IN PROGRESS” and “NEW START IN PROGRESS”.
In case of malfunction the ECU automatically shuts down the engine and performs When final attempt is finished with no success, the display shows
a dry motoring sequence. “ENG MASTER... .OFF”.
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• Up to 50% N2 automatic fuel flow regulation
• Max EGT during start 725 degrees C.
When N2 reaches 50% the ECU closes the start valve and cuts off ignition.
The ECU continuoues to control fuel flow and will stabilize the engine at minimum
idle.
To start the second engine, just set the second MASTER LEVER to “ON”.
After second engine start, place the MODE SELECTOR to “NORM” position.
With ignition selector at “NORMAL” position and one or both engines running, the
WHEEL page appears instead of the ENGINE page.

74-00-4
A318/A319/A320/A321 74-00 General
Figure 2: Automatic Starting Sequence
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74-00-5
A318/A319/A320/A321 74-00 General
Figure 3: Automatic Start
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74-00-6
A318/A319/A320/A321 74-00 General
Figure 4: Automatic Start
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74-00-7
A318/A319/A320/A321 74-00 General
Manual Start Now the ECU continuous to control fuel flow and will stabilize the engine at mini-
mum idle.
Aircraft configuration: The engine is now stabilized at minimum idle.
APU is running and APU BLEED ON. The manual start of the second engine is performed the same way.
When “IGN/START” is selected, the ENGINE page is called automatically with IG- To complete this start sequence, the mode selector is set back to “NORM” posi-
NITION indication and the ECU initiates the start sequence. tion.
The action on the MAN START pushbutton provides opening of the start valve. With mode selector at “NORM” position and one or two engines running, the
Check on the displays that the starter valve opened and that N2 is increasing. WHEEL page appears instead of the ENGINE page.
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When N2 is at 20% set the MASTER LEVER to “ON”. If “IGN/START” is reselected, the continuous relight function is initiated on
As soon as the MASTER LEVER is set to “ON” position, the ignition is provided the running engine(s).
and LP and HP shut-off valves are opened.
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At 20% of N2 with MASTER LEVER “ON”:
• Dual Ignition and Fuel Flow.
Then release the MAN START pushbutton.
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The action on the MAN START pushbutton after placing the MASTER LE-
VER to “ON”, has no effect on the start valve closure. It is only done to com-
plete the manual procedure.
In case of malfunction before the MASTER LEVER is set to “ON”, release
the MAN START pushbutton. This causes the Start Valve to close.
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For start interruption after placing the MASTER LEVER to “ON”, put the
MASTER LEVER to “OFF”, to perform a start abort sequence.
After placing the MASTER LEVER to “ON”, the ECU controls the evolution of the
EGT and N2 according to their schedules, to provide the correct fuel flow.
• Up to 50% N2 automatic fuel flow regulation.
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• Max EGT during start 725 degrees C.
When N2 reaches 50% N2, the ECU will close the start valve and cut off ignition.
No automatic shut downs, except of EGT overlimit and surge. But no auto-
matic dry crank and restart.
Warning indications are also provided.
At 50% of N2:
• Start valve is automatically closed.
• Ignition cut-off.

74-00-8
A318/A319/A320/A321 74-00 General
Figure 5: Manual Starting Sequence
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74-00-9
A318/A319/A320/A321 74-00 General
Figure 6: Manual Start
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74-00-10
A318/A319/A320/A321 74-00 General
Figure 7: Manual Start
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74-00-11
A318/A319/A320/A321 74-00 General
Continuous Relight
Aircraft configuration:
• APU AVAILABLE and APU BLEED on.
• One or two engines are running.
Manual Selection
If “IGN/START” is reselected with one or two engines running, the corresponding
ECU supplies the two igniters together, to provide a permanent ignition.
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When “NORM” is restored, the continuous relight is cut off.
Auto Ignition
Automatic Ignition is provided by the FADEC when:
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• Engine anti-icing is switched ON
• EIU failed
• Engine flame out is detected.
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• In flight restart is initiated.
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74-00-12
A318/A319/A320/A321 74-00 General
Figure 8: Continuous Relight
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74-00-13
A318/A319/A320/A321 74-00 General
Engine Crank When the MAN START pushbutton is released out the start valve closes.
With the MODE SELECTOR at “NORM” position and engines shut down, the
Aircraft configuration: DOOR/OXY page is displayed on the ECAM.
• APU is running and APU BLEED on.
• Both engines shut down.
When “CRANK” is selected on the ground, the ENGINE page appears automati-
cally on the ECAM and the ECU initiates a motoring sequence.
With “CRANK” selected, ignition is inhibited.
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Now select MAN START Pb to open the Start Valve.
The action on the engine MAN START pushbutton provides opening of the start
valve.
During the crank sequence the starter limitations have to be observed.
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In case starter operation time is exceeded, a warning message is provided on the
ECAM.
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Starter Limitations
• Maximum duration per cycle is 2 mn.
4 consecutive cycles each of 2 mn duration, with a 16 sec rest between each cycle
are allowed.
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After 4 cycles, wait 15 mn. to allow the starter to cool down before a new start or
motoring.
No running engagement of the starter is allowed when N2 is above 20% N2.
Wet Crank
When the MASTER lever is set to “ON” position, the LP and HP Shut-off valves
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are opened.
Wet Crank:
• MAXIMUM DRATION OF 15 sec.
After 15 sec of wet motoring, the MASTER lever must be set to “OFF” position to
close the fuel and to permit an engine dry motoring for elimination of fuel and va-
pours in the burners section.
With the LP and HP SOV closed, continue a dry cranking for at least 60 sec.
Then release the MAN START pb to interrupt the crank sequence and set the
MODE selector back to “NORM” position.

74-00-14
A318/A319/A320/A321 74-00 General
Figure 9: Engine Crank
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74-00-15
A318/A319/A320/A321 74-00 General
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74-00-16
74-20 Distribution
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74-20-1
Precautions The ignition exciters transform this low voltage input into repeated 20 KV high volt-
age output pulses.
Make sure that the ignition boxes are de-energized before working on the ig- The 2 ignition exciters are installed on the fan case, between the 3 and 4 o’clock
nition system. The voltage output can be dangerous. Do not touch the elec- positions.
trical contacts, the ignition boxes can continue to contain an electrical charge
when they are not energized. A stainless steel protective housing, mounted on shock absorbers and grounded,
encloses the electrical exciter components.
During start valve manual override operation, obey all safety zones while the
engine is operating. There is sufficient suction to kill or cause serious injury The housing is hermetically sealed, ensuring proper operation, whatever the en-
to persons by pulling them suddenly into or against the air intake. The high viron mental conditions.
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temperature, velocity and overpressure in the exhaust gas wake is also very The components are secured mechanically, or with silicon cement, for protection
dangerous. against engine vibration.
The ignition exciter electrical circuit consists of:
Ignition Distribution System
• an input circuit.
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The purpose of the distribution system is to transmit the electrical energy delivered • a rectifier and storage circuit.
by the ignition exciters to produce sparks inside the combustion chamber.
• a discharge circuit.
The main elements of distribution are:
The A/C alternating input voltage is first rectified and then stored in capacitors.
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• 2 ignition lead assemblies, from the exciters to the combustor case, at each
spark igniter location. In the discharge circuit, a spark gap is set to break down when the capacitors are
charged, delivering a high voltage pulse at a regular rate.
• 2 spark igniters, located on the combustor case at 4 and 8 o’clock.
The two ignition lead assemblies are identical and interchangeable, and each con-
nects one ignition exciter to one spark igniter. Input voltage: 105-122 VAC (115V nominal)
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380-420Hz (400 Hz nominal)
A single coaxial electrical conductor carries the high tension electrical pulses to
the igniter plug.
Output voltage: 15-20KV at the end of the ignition lead.
The portion of the lead assembly along the core, as well as the outer portion of the
igniter, is cooled by booster discharge air.
During replacement of a igniter plug make sure that you align the combus-
tion chamber ferrule with the combustion case boss and the igniter bushing
Ignition Boxes
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before you install the spark igniter. If not, the ferrule can crush into the cham-
• Upper box for system A. ber and damages the turbine section.
• Lower box for system B.
The ignition boxes transform 115V-400Hz AC into high voltage (15 to 20 KV), to
charge internal capacitors. The discharge rate is of one per second and energy
delivered is 1.5 jouIes.
Ignition Exciters
The ignition exciters, which are capacitor discharge type, use 115 VAC to produce
high voltage pulses to energize the spark igniters.

74-20-2
Figure 1: Ignition General
SPARK IGNITER (2) EXCITER (2)
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IGNITION LEAD
ASSEMBLY (2)

74-20-3
Figure 2: Ignition Exciters
A THREADS
LEAD UPPER GROUND
CONNECTOR EXCITER PINS STRAP
A
PIN
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RIGHT
IGNITION POWER
LEAD SUPPLY
CABLE
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INPUT
CONNECTOR
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THREADS
INPUT
CONNECTOR
PINS
LEFT
LEAD
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IGNITION
PIN
THREADS
POWER
SUPPLY
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CABLE
THREADS LEAD LOWER GROUND

CONNECTOR EXCITER STRAP

74-20-4
Igniters • Precautions have to be taken before removal/installation

• Left igniter for system B. • An ignition test is available through MCDU menu to verify the ignition circuit.
• Right igniter for system A. Figure 3: Igniters
SHROUD CLAMP IGNITION LEAD A

AFT LOOKING
FORWARD
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COUPLING
NUT
BUTTON CONTACT
COOLING
SHROUD 8:00 4:00
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LEFTT IGNITER B RIGHT IGNITER A
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SPARK
IGNITER
CAPTIVE
GASKET
B COOLING SHROUD
B
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IGNITER
BUSHING
IGNITER
PLUG CERAMIC
GASKET CENTER
ELECTRODE
COMBUSTION
CASE BOSS
GROUNDED PINS (X6)

74-20-5
Ignition Distribution System

The purpose of the distribution system is to transmit the electrical energy delivered
by the ignition exciters to produce sparks inside the combustion chamber.
The main elements of distribution are:
• 2 ignition lead assemblies, from the exciters to the combustor case, at each
spark igniter location.
• 2 spark igniters, located on the combustor case at 4 and 8 o’clock.
The two ignition lead assemblies are identical and interchangeable, and each con-
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nects one ignition exciter to one spark igniter.
A single coaxial electrical conductor carries the high tension electrical pulses to
the igniter plug.
The portion of the lead assembly along the core, as well as the outer portion of the
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igniter, is cooled by booster discharge air.
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74-20-6
Figure 4: Ignition Distribution System
COMBUSTION CASE EXCITER
LEFT IGNITER PLUG

IGNITER
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RIGHT IGNITER
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IGNITION LEAD
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ASSEMBLY
WRAP AROUND VIEW OF FAN INLET CASE
RIGHT
IGNITION
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LEAD
LEFT
IGNITION
LEAD
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FORWARD UPPER
IGNITION
LOWER IGNITION
EXCITER
EXCITER SYSTEM B
SYSTEM A

74-20-7
Ignition Lead Assembly

The ignition lead assembly consists of an elbow, an air inlet adapter, an air outlet
and terminals that are interconnected with a flexible conduit assembly.
The flexible conduit consists of an inner copper braid, acon voluted conduit, and
a nickel outer braid.
Within this metal sleeve is a stranded, silicon-insulated wire.
Booster air is introduced at the air adapter assembly, into the cooled section of the
conduit, and exits at the connection with the igniter.
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74-20-8
Figure 5: Ignition Lead
COOLED SECTION NON-COOLED SECTION
AIR ADAPTER
ELBOW ASSEMBLY
ASSEMBLY
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IGN LEAD
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BOOSTER AIR
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INTRODUCTION
COOLING RETAINING
AIR EXIT OUTER PLATE
BRAID
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O-RING
O-RING
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BUNDLE
LEFT JUNCTION
IGNITION BOX COVER
LEAD
RIGHT
COOLING BOOSTER IGNITION
AIR INLET AIR LEAD

74-20-9
Start Valve
A manual override handle is provided to operate manually, on the ground, the
valve.
It is recommended to wear asbestos gloves to operate the override handle be-
cause the starter duct is hot.
Manual Override Handle

To operate it, first press in the wrench button. warning instructions are indicated
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on the handle to prevent manual operation without pneumatic pressure. To get ac-
cess to the starter valve with engine at idle power, observe the access corridor of
the safety zones.
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74-20-10
Figure 6: Start Valve
FAN FAN
FRAME CASE B
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AIR
DUCT
B UPPER DUCT
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10
V-CLAMP
B HJ10 HARNESS
20
3:00 CONNECTOR
O'CLOCK (CHANNEL B)
INDEXING
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SLOT
50
STARTER
SHUTOFF VALVE
FLOW ARROW
30
CONNECTOR
MANUAL OVERIDE
(CHANNEL A)
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HJ9 HARNESS
40
V-CLAMP
LOWER DUCT

74-20-11
Air Starter • 4 consecutives cycles, each of 2 mn duration maximum

Characteristics: • 20 seconds of no operation between cycles to allow starter rotor relubrication
• After 4 cycles, wait 15 mn to allow starter to cool before attempting a new start
Drive shaft disengagement speed: 4300 to 4500 rpm,
or motoring.
drive shaft reengagement speed: 1720 to 2800 rpm. • No running engagement of the starter when the N2 is above 20%.
Limitations:
Figure 7: Air Starter Operation
PRESSURIZED
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AIR
FROM A/C
AIR BLEED
SYSTEM
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PYLON
INTERFACE
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CONNECTION BOX
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UPPER
DUCT
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ECU
STARTER AIR VALVE

LOWER
DUCT
PNEUMATIC STARTER

74-20-12
Figure 8: Air Starter Service
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74-20-13
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74-20-14
Training Manual Ignition and Starting - CFM56-5B
A318/A319/A320/A321 74-25 CFDS
74-25 CFDS
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74-25-1
A318/A319/A320/A321 74-25 CFDS
Ignition Test with the MCDU

WARNING
THIS TEST ACTIVATES THE ENGINE IGNITION SYSTEM!
Before you activate this test consult the Maintenance Manual.
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74-25-2
A318/A319/A320/A321 74-25 CFDS
Figure 1: Ignition Test with the MCDU
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74-25-3
A318/A319/A320/A321 74-25 CFDS
Figure 2: Ignition Test with the MCDU
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74-25-4
A318/A319/A320/A321 74-EE Electrical Circuits
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74-EE-1
Figure 1: Ignition and Starting System

2KS1
401PP FILTER A
A
28VDC STARTER
ESS BUS VALVE
4KS1 B
301PP FILTER B
28VDC
BAT BUS
SPARK
1JH
401XP IGNITER A
ENG 1&2/IGN/SYS A 49VU A
115VAC FILTER
ESS BUS
EXCITER A
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3JH1 B
901XP 2JH1 103XP FILTER
ENG/IGN 1/ENG 1/SYS B 121VU CRANK ON
115VAC 115VAC SPARK
STAT INV BUS 1 FIRE P/BSW AUTO OFF EXCITER B IGNITER B
BUS BAR 1WD MAN START
IGN
11 12 13 14 15 16 LABEL 031
B
ON
3KC FILTER A
OFF
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AGENT 1 AGENT 2 PERMANENT
CRK
F SQUIB SQUIB
MAGNETIC
I DISCH DISCH AUTO IGN A1
R IGN ALTERNATOR
E TEST
ENG 1 FIRE
6KS A2
PUSH A
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B1
1KS1 EIU1 85VU
ENGINE 1
B2
9KS1
MAN START 1
ON
4000KS1 ECU1
9KS2
MAN START 2
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ON B2
ENGINE 2
B1
AGENT 1 AGENT 2
2KC A1 A
SQUIB SQUIB F
DISCH I ON
DISCH
A2 PERMANENT
R OFF
ENG 2 FIRE
TEST E MAGNETIC
CRK ECAM
PUSH AUTO IGN FILTER ALTERNATOR
6KS IGN
B
11 12 13 14 15 16 LABEL 031
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1WD MAN START
IGN
3JH2
204XP AUTO OFF SPARK
115VAC CRANK ON IGNITER B
BUS 2 ENG/IGN/ENG 2/SYS B 121 VU B
FILTER
901XP 2JH2 EXCITER B

115VAC ENG/IGN/ENG 1&2/SYS A/BAT 121VU
STAT INV
A
BUS BAR FILTER
SPARK
4KS2 EXCITER A
202PP IGNITER A
28VDC
BUS 2
FILTER B
2KS2 B
401PP STARTER
28VDC VALVE
ESS BUS A
FILTER A
1KS2 EIU2 86VU 4000KS2 ECU2

74-EE-2
Training Manual Air CFM56-5B
A318/A319/A320/A321 75-00
75 Air - CFM56-5B
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75-00-1
A318/A319/A320/A321 75-00 General
75-00 General
Air System Presentation
The engine air system covers the compressor airflow control, compressor and tur-
bine active clearance control and cooling.
Airflow Control
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To limit compressor surge and to provide good acceleration, the CFM56-5B is
equipped with a Variable Bleed Valve system and a Variable Stator Vane system.
Both systems are fuel operated by the Hydromechanical Unit (HMU) and control-
led by the Electronic Control Unit (ECU).
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VSV: Variable Stator Vane
VBV: Variable Bleed Valve
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The Variable Bleed Valve (VBV) system controls airflow from the LP compressor
to the HP compressor by using 12 valves.
The VBV’s discharge the LP compressor air to the fan air stream to match LP/HP
compressor at low speed.
The Variable Stator Vane (VSV) system controls airflow through the HP compres-
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sor by using the first four rows of pivoting vanes.
The VSV’s provide aerodynamic matching of the HP compressor stages to pre-
vent engine surge.
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75-00-2
A318/A319/A320/A321 75-00 General
Figure 1: Air System Presentation
VBV SYSTEM
VBV POSITION
SENSOR
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FUEL GEAR MOTOR
ECU
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HMU
AIR COOLING
MANIFOLD
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VARIABLE BLEED VALVES
(VBV)
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INLET GUIDE VANES
(IGV)
VARIABLE STATOR VANES
(VSV)
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CENTER VENT
TUBE

75-00-3
A318/A319/A320/A321 75-00 General
Active Clearance Control and the turbine rear frame. From the TRF the heat radiates and leads to high na-
celle temperatures.
The gap between the blade and tips and the casing is actively controlled in order
to optimize engine performance. To protect the nacelle from overheat damages the heat radiation had to be re-
duced. This is achieved on the CFM56-5B DAC II PIP by introducing a nacelle
The system distributes: cooling system.
• cool air to shrink the LP and HP turbine casings.
This system utilizes 5th stage HPC air routed to a TRF dual counterflow manifold
• hot air into the HP compressor cavity in order to expand it. system which directs the cool engine air towards the TRF outer skin and the na-
Three systems controlled by the Electronic Control Unit and actuated from the Hy- celle components.
dro-Mechanical Unit provide the engine clearance adjustment.
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LPTACC: Low Pressure Active Clearance Control NAC/TB (DAC Engines only)
HPTACC: High Pressure Active Clearance Control The NAC/TB (Nacelle Cooling and Transient Bleed) valve is located on the LH en-
gine side at the same place where the RAC/SB was installed. Like the RAC/SB
RACSB: Rotor Active Clearance Control and Start Bleed.
the NAC/TB is a dual valve controlled by the ECU. The valve functions are:
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The Rotor Active Clearance Control and Start Bleed system uses stage 5 HP com- • to control the cooling air flow to the TRF (NAC-function)
pressor air to heat the rotor cavity during cruise. During starts and transients, it un-
• to offload the HPC during engine accel- and deceleration
loads the HP compressor by discharging stage 9 air.
The system was successfully ground and flight tested, the TRF temperature was
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The High Pressure Turbine Active Clearance Control system uses stage 4 HP and
reduced by approximately 150°C.
stage 9 HP air to heat or cool the High Pressure Turbine shroud support structure.
To dispatch the A/C the nacelle cooling system can be inoperative. A system mal-
The shroud support structure temperature is monitored by the ECU.
function creates class II faults (‘FADEC STS’ with corresponding failure messag-
The Low Pressure Turbine Active Clearance Control system uses Fan air for ex- es) which have to be fixed within 10 days.
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ternal case cooling of the LP turbine.
TBV (SAC Engines only)
ECU and Nacelle Cooling The Transient Bleed Valve (TBV) controls the flow of air from the 9th stage of the
The Electronic Control Unit (ECU) is aerodynamically cooled to maintain its inter- High Pressure Compressor (HPC) to the cavity in the Low Pressure Turbine
nal temperature below maximum limits. (LPT).
A flush air scoop, located on the inlet cowl outer barrel, supplies ram air through This flow of air increases the compressor stall margin during engine transient con-
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a duct to the ECU. ditions. The TBV is a two-position butterfly valve that is normally closed. It has one
This air is then discharged into the fan compartment ventilation zone. actuator and a valve body with one flow path. The TBV has a dual linear variable
differential transducer (LVDT) that tells the Electronic Control Unit (ECU) the po-
The fan and core compartments which form the nacelle are air cooled to provide sition of the valve.
airflow around the engine during its operation.
A nacelle temperature sensor monitors the core compartment temperature.
Nacelle Cooling System

The CFM56-SB DAC ll PIP introduces a nacelle cooling system. During ground
idle operation the DAC runs at a high turbine temperatures when operated in the
20/0 fueling mode. There is a heat flow from the combustor to the turbine cases

75-00-4
A318/A319/A320/A321 75-00 General
Figure 2: Transient Bleed & ACC Valve System
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75-00-5
A318/A319/A320/A321 75-00 General
Figure 3: Compressor and Cooling Control Standards
CFM56-5B4 CFM56-5B4 / 2P CFM56-5B4 / P

DAC (double annular chamber) SAC (single annular chamber)
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No. 3 BEARING
COMPARTMENT
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9TH 9TH
STAGE STAGE
5TH 5TH 9TH
STAGE STAGE STAGE
AIR
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AIR
RACSB
VALVE
NAC TB TBV
PCR/PC
PCR OR
PCR/PB P
C
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P OR
VALVE
POSITION
New Build CR
P
FEEDBACK
HMU
VALVE B
POSITION HMU
FEEDBACK
ELECTRICAL
SIGNAL
ELECTRICAL
SIGNAL
ECU
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ECU

75-00-6
A318/A319/A320/A321 75-00 General
Nacelle Cooling Then the air exits the fan compartment through an outlet port located in the lower
aft section of the right hand fan cowl door.
The fan and core compartments which form the nacelle are cooled by airflows
around the engine during its operation. Core Compartment
Fan Compartment The core compartment is cooled and ventilated by fan air entering flush inlets lo-
cated at the forward section of the core cowl.
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 core compartment through the annular vent located at the
interface between the core cowl and the primary nozzle.
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A nacelle temperature sensor monitors the core compartment temperature.
Figure 4: Air System Presentation
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75-00-7
A318/A319/A320/A321 75-00 General
Pneumatic Sources • Customer bleed (5th and 9th compressor stages)

The engine provides pneumatic sources to feed the Active Clearance Control sub- • Anti-ice inlet cowl (5th compressor stage)
systems and also to supply the listed systems:
Figure 5: Pneumatic Sources
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75-00-8
Training Manual Air - CFM56-5B
A318/A319/A320/A321 75-20 Cooling
75-20 Cooling
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75-20-1
A318/A319/A320/A321 75-20 Cooling
HP Turbine Active Clearance Control System A closed control loop, taking in account the actual T case, determines the HP-
TACC valve position.
(HPTACC)
Figure 1: HPTACC System
General
The High Pressure Turbine Active Clearance Control (HPTACC) system uses
bleed air from the fourth and ninth stages to control the thermal expansion of high
pressure turbine shroud support structure.
The cooling causes the turbine shroud to shrink and reduces the turbine blade tip
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clearances.
The purpose of the system is to:
• Maximize turbine efficiency during cruise
• Minimize the peak Exhaust Gas Temperature (EGT) during throttle burst
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Description/Operation
The HPTACC system regulates the HP turbine shroud support structure temper-
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ature by means of valves controlled by the ECU through the Hydromechanical Unit
(HMU).
The HPTACC system has integrated dual butterfly valves driven by a single fuel
powered actuator.
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Fuel pressure is distributed in accordance with electrical signals sent by the Elec-
tronic Control Unit (ECU).
One butterfly valve controls the air flow from the fourth stage compressor bleed
while the other butterfly valve controls the air flow from the ninth stage.
The fourth stage air flow is mixed with the ninth stage air flow downstream of the
valve.
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Two Linear Variable Differential Transducer (LVDT’s) connected to the actuator
and two thermocouples (Tcase), located: one on the left and one on the right hand
sides of the HP turbine shroud support structure, provide feedback signals to the
ECU.
Control
In accordance with various parameters such as N2, T3, T25, P0, Total Air Tem-
perature (TAT) and T case, the ECU computes and sends a demand signal to the
torque motor within the HMU to move the HPTACC valve.
When the engine is shut down the valve move to a failsafe closed position.

75-20-2
A318/A319/A320/A321 75-20 Cooling
Figure 2: HP Turbine Active Clearance Control (HPTACC)
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75-20-3
A318/A319/A320/A321 75-20 Cooling
Figure 3: HPTACC
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75-20-4
A318/A319/A320/A321 75-20 Cooling
Figure 4: HPTACC System Steady State Schedule
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75-20-5
A318/A319/A320/A321 75-20 Cooling
T Case Sensor
Component Description
The T case sensor has a metal tube that houses two dissimilar metal wires
(chromel/alumel) in a magnesium oxide insulation.
At the end of the tube, both wires are welded together to make a thermocouple
junction.
The other ends of the two wires are incorporated into a connector at the forward
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side of the housing.
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75-20-6
A318/A319/A320/A321 75-20 Cooling
Figure 5: T Case Sensor
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75-20-7
A318/A319/A320/A321 75-20 Cooling
LP Turbine Active Clearance Control (LPTACC) It closed when the engine rating decreases.
System When the Engine is shut down, the butterfly valve is fully open.
The fail safe position of this valve is the closed position.
General A stop mechanism ensures a minimum cooling airflow.
The Low Pressure Turbine Active Clearance Control (LPTACC) system uses fan Two RVDT’s send position feedback signals of the butterfly valve to the ECU
bleed air for LP turbine case cooling purposes. channels.
A valve controlled by the ECU maintains the LPT case shroud clearances relative
to the LPT rotor blade tips, in order to get the best performance from the turbine
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at all engine ratings.
The purpose of the Low Pressure Turbine Active Clearance Control system is:
• To prevent LP Turbine Case Overtemperature (750°C < EGT < 905°C)
• To optimize the LP Turbine clearance above 10000ft.
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Description/Operation
A scoop installed on the inner barrel of the right “C Duct” supplies the LPTACC
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valve with Fan air.
The fan airflow is metered by a butterfly type valve.
A Linear actuator controls both the opening and closing of the valve and two Ro-
tary Variable Differential Transducers (RVDTs) are installed on the valve.
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The valve supplies 6 perforated circular manifolds fitted around the LP turbine
case.
Then the airflow is sprayed on the outside surface of the LP Turbine case.
Control
The demand schedule is based on various parameters such as:
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• Altitude (PO)
• EGT (T 49.5)
• N1
• T12
According to this demand schedule the ECU controls a torque motor inside the
HMU.
The torque motor modulates servo fuel pressure sent to the valve actuator.
The butterfly valve opens when the Engine rating increases.

75-20-8
A318/A319/A320/A321 75-20 Cooling
Figure 6: Low Pressure Turbine Active Clearance Control (LPTACC)

System
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75-20-9
A318/A319/A320/A321 75-20 Cooling
Figure 7: LP Turbine Active Clearance Control (LPTACC) System
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75-20-10
A318/A319/A320/A321 75-20 Cooling
LPTACC Operation Above 10’000 ft Altitude

The LPT cooling above 10’000 ft is on an N1 function.
Below 10’000 ft Altitude
When higher N1 RPM’s is reached, the schedule of the LPTACC valve is changing
The LPTACC operation below 10 000 ft of altitude is a function of EGT. to maintain constant tip clearances between the stator and rotor during climp, de-
When the EGT is less than 750°C the valve position is closed, thus heating the scent, acceleration, deceleration and optimizes turbine clearances above 10’000
LPT case. ft in altitude. This will increase efficiency and performance without blade tip rub-
When temperature reaches 750°C the valve opens on schedule to provide more bing.
cooling air for the LPT case. Once the maximum EGT is reached, then the valve
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is fully open.
This prevents LPT case temperatures from going over 650°C.
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75-20-11
A318/A319/A320/A321 75-20 Cooling
General
A nacelle exit temperature probe shall be available as an accessory to measure
core compartment exit temperature. It will indicate overtemperature resulting from
loose or broken air ducts or from loose flanges, worn VSV bushings etc.
Description
The nacelle temperature indicating system is composed of a probe and an indica-
tor on the ECAM. The nacelle temperature probe has a measurement range of -
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55 deg.C to 300 deg.C (-67 deg.F to 572 deg.F).
The signal is fed to the EIU which transforms the analog information into digital
form. Then the EIU transmit the data to the ECAM system.
The indication appears on the ECAM as soon as the temperature reach 240 deg.C
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and disappears when the temperature is lower than 235 deg.C.
"Trouble shooting of the engine is required if the nacelle temperature exceeds 240
deg.C per cockpit display".
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On enhanced A/C the nacelle temp. is always indicated. During eng start it
is replaced by the start VLV position.
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75-20-12
A318/A319/A320/A321 75-20 Cooling
Figure 8: Air System Components - Nacelle Temperature Sensor
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75-20-13
A318/A319/A320/A321 75-20 Cooling
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75-20-14
A318/A319/A320/A321 75-30 Compressor Control
75-30 Compressor Control
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75-30-1
Variable Bleed Valve System Figure 1: VBV and VSV Schematic
Description
There are 12 Variable Bleed Valves operated by ballscrew actuators. One balls-
crew actuator is the master and is driven by the Fuel Gear Motor.
The other 11 are driven by the master through flexible shafts.
Operation
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The gear motor is driven in one direction or the other by fuel from the HMU servo
valve.
This servo valve is positioned by the ECU according to a schedule. Note that there
is a dual feedback from the fuel motor Rotary Variable Differential Transducers
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(RVDTs) to the ECU channels.
Controls
ENGINE
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The VBV closes as N2 increases. The schedule is modified as N1 changes and CONTROL
there is also a trim from Variable Stator Vane control. UNIT
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75-30-2
Figure 2: Variable Bleed Valve System
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75-30-3
Variable Stator Vane System

Description
The Inlet Guide Vane and first three stator vanes rows of the HP compressor are
variable to optimize performance and to increase stall margin.
All the vanes for each stage are connected to unisson rings and the four unisson
rings are driven by fuel operated actuators through a bellcrank assembly.
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Operation
The two actuators receive muscle pressure from a servo valve in the HMU.
Controls
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The servo valve torque motors are controlled by the ECU according to a schedule,
and the feedback signals are provided by the Linear Variable Differential Trans-
ducers (LVDTs), one per actuator.
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Each LVDT provides a feedback signal to one channel of the ECU:
LHS - channel B
RHS - channel A
The VSV open as N2 increases; the schedule is modified as altitude (PO) chang-
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es.
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75-30-4
Figure 3: Variable Stator Vane System
N2 VSV VSV POSITION VSV

+ -
SCHEDULE DEMAND
T25 FEEDBACK
LVDT SUPPLY
ECU
VSV
TORQUE
MOTOR
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A
ROD
(OPEN)
HEAD
(CLOSED)
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HMU
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VSV ACTUATOR
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75-30-5
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75-30-6
Training Manual Engine Controls - CFM56-5B
A318/A319/A320/A321 76-00
76 Engine Controls - CFM56-5B
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76-00-1
A318/A319/A320/A321 76-00 General
76-00 General Engine Panel

On the center pedestal an engine panel is provided to control the engine start se-
quences.
Overview
Figure 1: Signal Path
The throttle control system is fully electrical. The throttle control lever drives the
position detectors. The position detectors are located under the cockpit center
pedestal. Two of the resolvers are dedicated to the FADEC system. Each channel
of the Electronic Control Unit receives the position signal from one resolver in the
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analog form.
Engine Controls Presentation
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Engine FADEC Ground Power Panel
On the Maintenance Panel, an ENG FADEC GND PWR panel is provided to sup-
ply the FADEC system of engine 1 or 2, when the aircraft is on the ground with
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engines shut down.
The ENG FADEC GND PWR panel is located on the 50VU. It has two guarded
pushbuttons to restore the power ON to the FADEC (Full Authority Digital Engine
Control) systems.
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Engine Manual Start Panel
On the overhead panel, an ENGine MANual START panel is provided to open the
start valve of engine 1 or 2 during an Engine Manual start sequence.
The ENGine MANual START panel is located on the 22 VU. It has two guarded
pushbuttons to operate the corresponding start valves in the manual start mode
or during an engine cranking.
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Throttle Levers
The throttle levers are installed on the center pedestal. They are used as conven-
tional throttles and as thrust rating limit selectors.
The throttle lever positions are transmitted by electrical signals to the FADEC sys-
tems.
Each throttle lever is fitted with a reverse thrust latching lever and an autothrust
instinctive disconnect pushbutton.

76-00-2
A318/A319/A320/A321 76-00 General
Figure 2: Engine Controls Presentation

Maintenance Panel
A
A
B FADEC GND PWR
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Thrust Levers
The thrust levers can only be moved manually .
Reverser Latching Levers
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Enable to override the stop which is fitted at forward idle
position to select reverse thrust. C
This stop is reset when the lever is selected back to forward
thrust area.
ENG MAN START P/B

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ON - The start valve will open provided the
ENG MODE selector is set to CRANK or
IGN/START and N2 < 20%.
Both pack valves close during the start
sequence.
The ON light illuminates blue.
NOTE: The start valve will close automati
cally with N2 50%.
Autothrust disconnect P/B
Refer to AOM 22. Off - The start valve closes.

76-00-3
A318/A319/A320/A321 76-00 General
Figure 3: Engine Controls Presentation Continued
AUTO START/UP HP FUEL VALVE FAULT Light ENG MASTER Switch

FAULT Illuminates amber associated with ECAM ON The LP fuel valve will open (provided the
caution in case of: ENG FIRE P/B is not released out).
- An automatic start abort. - During an automatic start, the HP fuel valve
- A disagreement between the HP fuel opens provided:
valve position and its commanded
C The ENG MODE selector is at
position. IGN/START.
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The N2 is above the following threshold:
- On ground: 22%.
- In flight: 15%.
- During a manual start, the HP fuel valve will
open provided:
ENG MODE selector is at IGN/START.
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ENG MODE Selector MAN START P/B is ON.
CRANK - The start valve will open provided the MAN OFF - A closure signal is sent directly to the HP
START P/B is ON. fuel valve and the LP fuel valve.
IGN is inhibited. Controls the reset of both FADEC channels.
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NOTE: Releasing the ENG FIRE P/B out
NORM - Continuous ignition A+ B is selected when
permits engine shutdown by clos
the engine is running and one of the
ing the LP fuel valve. There is a time
following conditions is met:
delay of about 60 sec at ground idle
ENG ANTI ICE P/B ON.
(The time delay is due to fuel re
Flame out detected.
mains between LP valve and
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EIU failure.
nozzles).
IGN START - If the ENG MASTER SW is ON and
- During an automatic start or manual start, in
N2 . idle, continuous ignition (A+ B) is
addition to LP and HP fuel valves closure,
selected.
the ignition stops and the starter valve
- During an automatic start:
closes.
On ground, when N2 > 16%, ignition
(A or B) is selected.
Moreover in case of light up delay during
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the start sequence, continuous ignition
(A+ B) is selected.
In flight at start sequence initiation,
continuous ignition (A+ B) is selected.
- During a manual start, the ignition is
selected when the ENG MASTER SW is
selected ON.
Both pack valves will automatically close during the start
sequence.
NOTE: On ground, the ignition is automatically cut off at the
end of the starting sequence (N2 > 50%).

76-00-4
A318/A319/A320/A321 76-00 General
Engine Throttle Lever Control Figure 4: Thrust Limit Positions
The throttle lever is used as a thrust limit selector and as a classical thrust setting
lever.
The thrust limit positions are:
1 take off / go around
2 max continuous / flexible take off
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3 climb
4 idle
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5 reverse idle
6 full reverse thrust
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Note that thrust levers do not move when auto thrust function is selected.
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76-00-5
A318/A319/A320/A321 76-00 General
Figure 5: Thrust Limit Position (continued)
T0 T0
GA GA
FLX FLX
UPPER ECAM MCT MCT
45
DRT 86% D04
CL CL
40
A A
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35
/ /
T T
30
5 10 5 10 FLX 84.6 % 45˚C H
R
H
R
N1 25
81.5 % 81.4 20
0 0
IDLE 15
5 10
TO
5 10 EGT
CL
R R
IDLE
FOB : 39600 LBS
T
10
FLX
LE
MC
670 ˚C 665 REVERSE
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5
S FLAP F
N2
GA
92.5 92.7 F 0
RE
L
V
%
/
TO
RE
FF 3
5070 LBS/H
5070
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IGNITION ADV APU AVAIL 0
SEAT BELTS
NO SMOKING
STS
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MCDU
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V1 FLP RETR RWY
VR SLT RETR TO SHIFT
V2 CLEAR FLAPS/THS
FADEC
DRT TO - FLX TO
COMPUTATION
45˚

76-00-6
A318/A319/A320/A321 76-00 General
Reverse Thrust Latching Lever Figure 6: Mechanical Parts

MAX MAX
To obtain reverse thrust settings, the reverse thrust latching lever must be lifted. CONTINUOUS CLIMB + 25° FIT
+ 35°° 0°
A mechanical cam design is provided to allow reverse thrust selection when thrust IDLE
MAX - 6°
lever is at forward idle position. TAKE OFF
+ 45°
Mechanical Box FULL REVERSE

- 20°
The mechanical box contains the thrust lever friction system and hard points cor-
responding to the thrust limit positions.
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Throttle Control Unit
The Throttle control unit contains two resolvers, each of which sends the throttle
lever position to the Engine Control Unit.
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The excitation current for the resolvers is provided by the ECU.
Autothrust Disconnect Pushbutton MECHANICAL STOP
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The autothrust instinctive disconnect pushbutton can be used to disengage the
autothrust function. TCU ARTIFICIAL FEEL
UNIT AXIS
FFT (FRICTION POINT)
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TO FADEC
POTENTIOMETER
COS
SIN
TO FLT CTL
(2 x 3)
TO
SEC
SIN
COS 8KS1 (8KS2) THROTTLE
CTL UNIT - TLA
ENG 1 (ENG 2)
TO FADEC

76-00-7
A318/A319/A320/A321 76-00 General
Throttle Control Figure 7: Throttle Control Unit

Each resolver is dedicated to one channel of the ECU and receives its electrical
excitation from the ECU.
The ECU considers a throttle resolver angle value:
less than -47.5 deg. TRA or greater than 98.8 deg. TRA as resolver position signal
failure.
The ECU incorporates a resolver fault accomodation logic. This logic allows en-
gine operation after a failure or a complete loss of the throttle resolver position sig-
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nal.
Throttle Control Unit

A mechanical rod transmits the throttle control lever movement.
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It connects the throttle control artificial feel unit to the input lever of the throttle con-
trol unit.
The throttle control unit comprises:
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• an input lever
• mechanical stops which limit the angular range
• 2 resolvers whose signals are dedicated to the ECU (one resolver per channel
of the ECU)
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• 6 potentiometers fitted three by three. Their signals are used by the flight con-
trol system
• a device which drives the resolver and the potentiometer
• a pin device for rigging the resolvers and potentiometers
• a safety device which leads the resolvers outside the normal operating range
in case of failure of the driving device
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• two output electrical connectors.
The input lever drives two gear sectors assembled face to face. Each sector drives
itself a set of one resolver and three potentiometers.
The relationship between the throttle lever angle and throttle resolver angle (TRA)
is linear and: 1 deg. TLA = 1.9 TRA.
Each resolver is dedicated to one channel of the ECU and receives its electrical
excitation from the ECU.

76-00-8
A318/A319/A320/A321 76-00 General
Mechanical Components
Mechanical Linkage Adjustment
To perform this task the thrust levers must be set to idle position.
Recommendation:
Do not apply force to push in or pull out the rigging pins in the rigging holes.
If the rigging pins are difficult to push in, you must adjust the rods until they go in
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76-00-9
A318/A319/A320/A321 76-00 General
Figure 8: Mechanical Linkage Adjustment
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76-00-10
A318/A319/A320/A321 76-00 General
Mechanical Box
An adjustment screw is provided at the lower part of each mechanical box to ad-
just the artificial feel.
Figure 9: Mechanical Box(es)
SECTION
A-A
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GEAR
FRICTION ASSEMBLY
BRAKE
ASSEMBLY CASING
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ARTIFICIAL
FEEL UNIT
BELLCRANCK
ASSEMBLY
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A
FRICTION LEVER
ADJUSTMENT ASSEMBLY
SCREW

76-00-11
A318/A319/A320/A321 76-00 General
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76-00-12
A318/A319/A320/A321 76-10 Power Control
76-10 Power Control

Engine Thrust Control Architecture
Fadec
The FADEC system adjusts the fuel flow and monitors the actual N1 according to
the thrust demand signal provided by the thrust lever position or the Auto Flight
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System.
The FADEC manages the thrust according to the thrust lever position in manual
control mode, plus the Auto Flight System decision in automatic control mode.
Flight Management and Guidance Computer
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In automatic mode, the Flight Management and Guidance Computer (FMGC)
computes the thrust according to the data inserted in the MCDU (Multipurpose
Control and Display Unit) and the FCU (Flight Control Unit).
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The Flight Management and Guidance Computer (FMGC) receives, from the
FADEC the engine parameters needed for auto thrust computation.
In automatic control mode the FMGC computes the required N1 thrust and trans-
mits it to the FADEC via the Flight Control Unit (FCU).
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Thrust Lever
The thrust levers act as:
• An N1 upper limit in auto thrust function.
• A direct N1 control in manual mode.
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76-10-1
Figure 1: Engine Thrust Control Architecture
ADR
FMGC 2
FMGC 1
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N1 Target Feedback
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MCDU
EIU 1
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FCU
Lever 1
ECU 1
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Fuel Flow N1
Engine 1
same for Engine 2

76-10-2
Engine Thrust Management

Automatic Mode
The conditions of the autothrust mode are:
• Autothrust function engaged and active
• Thrust levers between IDLE and MCT, except if FLEX take off is selected.
The Flight Management and Guidance Computer (FMGC) computes the required
thrust and determines the N1 target which is sent to the Engine Control
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Unit (ECU).
The thrust lever position defines the N1 rating limit corresponding to the selected
mode CLimb in this case.
The Thrust Lever Angle (TLA) is used to limit the N1 command computed by the
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Engine Control Unit.
The N1 command is computed according to the N1 target, N1 rating limit, N1 throt-
tle or Thrust Lever Angle and the air data parameters coming from the ADR (Air
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Data Reference system).
The ECU controls the fuel flow in order to get the actual N1.
Notice that in case of an alpha floor detection the autothrust function engages and
becomes active automatically.
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The N1 command applied will be the one corresponding to the Take-Off / Go
Around mode.
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76-10-3
Figure 2: Engine Thrust Management

Flex Not
Selected
ATHR Engaged ATS Active N1 Target

FMGC
A/THR Signal
MCT>TLA>IDLE N1 Throttle
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for both Engine
Thrust
80. 0
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N1 Rating Limit CL
N1 Rating
Limit
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Actual N1
N1 Throttle
TLA N1 Target
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N1 Rating Limit
Computation
Thrust Lever Angle
T0 T0
Limitation
GA GA
FLX FLX
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MCT MCT
45
CL CL
40
A
/
T
H
35
30
A
/
T
H
N1 Command
R R
25
Computation
IDLE
0 20
15
0
Fuel
TO
CL
R R
IDLE
T
10
FLX
Flow
LE
MC
REVERSE
+
V ID
5
A
0
/G
F L
RE
CTL
TO
RE
ADR -
0
ENG1
Limitation
ECU1 (A/THR Logic Module)

76-10-4
Manual Mode
The conditions of the manual mode are:
Autothrust not engaged or engaged but not active.
The thrust levers operate in direct thrust control.
The N1 command is computed by the ECU according to the Thrust Lever Angie
and the air data parameters from the Air Data Reference system (ADR).
When the thrust lever is set between two detent points the N1 rating limit displayed
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is the one corresponding to the upper detent point. Climb in this case.
The ECU controls the fuel flow in order to get the actual N1.
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76-10-5
Figure 3: Manual Thrust Management

A/THR Not Engaged
A/THR Engaged
A/THR Not Active N1 Throttle
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Thrust
80. 0
N1 Rating Limit CL
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N1 Rating
Actual N1 Limit
N1 Throttle
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TLA
N1 Rating Limit
Computation
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Thrust Lever Angle
T0 T0
Limitation
GA GA
FLX FLX
MCT MCT
45
CL CL
40
A
/
T
35
A
/
T N1 Command
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30
H H
R R
25
Computation
IDLE
0 20
15
0
Fuel
Function of the
TO
CL
R R
IDLE
T
10
FLX
Flow
LE
MC
REVERSE
+
V ID
Thrust Lever
A
0
/G
F L
RE
CTL
TO
RE
ADR Position -
0
ENG1
ECU1 (Manual Logic Module)

76-10-6
Training Manual Engine Indicating - CFM56-5B
A318/A319/A320/A321 77-00
77 Engine Indicating - CFM56-5B
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77-00-1
A318/A319/A320/A321 77-00 General
77-00 General
General
The engine primary parameters are permanently displayed on the upper ECAM
E/WD.
The secondary parameters are displayed on the lower ECAM DU when selected
automatically or manually.
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77-00-2
A318/A319/A320/A321 77-00 General
Figure 1: Primary Parameter/EGT-/N1-Indicating

Thrust Limit Mode
TOGA, FLX, CL, MCT, MREV limit mode selected by the thrust N1 Rating Limit
lever is displayed in blue. If FLX mode is selected, the flexible Computed by the FADEC according to the thrust lever angle,
take-off temperature selected through the MCDUs and the displayed in green.
corresponding N1 are displayed in blue. ENGINE / WARNING DISPLAY
The displayed thrust limit mode corresponds to the actual NOTE: On the ground with the engines running the dis
detent of the thrust lever position or if not in detent to the next played N1 rate limit corresponds to the TO/GA thrust
forward detent. limit whatever the thrust lever position is.
On ground with engines running and if FLEX mode is
selected, FLEX N1 is displayed whenever the thrust lever
IDLE
position is between IDLE and FLX/MCT.
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Displayed when both engines are at idle, flashing for 10 sec.
then steady. Actual N1
- The N1 needle and N1 digital indication are normally green.

N1 Display - The needle pulses amber when the actual N1 is above
N1 MAX.
EGT Display - Both needle and digital indication pulse red when the
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actual N1 is above the N1 red line.
N2 Display - When N1 is degraded(in case both N1 sensors fail), the
last digit of the digital display is amber dashed.
Digital indication normally green. (During start sequence, the
indication is green on a grey background). Transient N1 (blue arc)
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When N2 is above the limit,the indication becomes red and
a red cross appears next to the digital indication. Symbolizes the difference between the N1 command and the
When N2 value is degraded (in case of dual N2 sensors actual N1.
failure), the last digits are amber dashed. Not displayed if A/THR OFF.
N1 Command
Fuel Flow Indication
N1 corresponding to the A/THR demand limited by the thrust
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Green indication in kg per hour . lever position.
NOTE: In case of detected discrepancy between N1, N2, Not displayed if A/THR OFF.
EGT, FF values on ECU-DMC bus, and correspond
ing displayed informations, a amber CHECK mes N1 TLA (white circle)
sage is displayed below the affected parameter in N1 limit corresponding to the thrust lever position.
dication.
Actual EGT
Max N1
- Normally green. Amber index at the value corresponding to the full forward
- The index pulses amber above the amber EGT limit (the position of the thrust lever. (TOGA detent)
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limit is lower during start sequence).
- The index and the numerical value pulse red above max. Max Permissible N1
permissible EGT.
N1 redline is represented by a red arc at the end of the scale.
EGT limit (amber)
N1 Exceedance
Limit is lower during engine start.
If the N1 limit is exceeded, a red mark appears and remains at
Max Permissible EGT (red) the max. value achieved. It will disappear after a new engine
start on ground or after maintenance action through the MCDU.
Max EGT is marked by a red line. A red arc is displayed at the
end of the scale. REV Indication
The REV indication appears in amber when one reverser
EGT Exceedance
door is unstowed or unlocked.
If EGT limit is exceeded, a red mark appears at the max value It changes to green when the doors are fully deployed.
achieved. It will disappear after a new engine start on ground If unlocked in flight, the indication first flashes for 9 sec. and
or after a maintenance action through the MCDU. then remains steady.

77-00-3
A318/A319/A320/A321 77-00 General
Figure 2: Start- and After Start Configuration Page

SYSTEM DISPLAY (start configuration)
Fuel Used Indication VIB Indication
The fuel used value computed by the F ADEC is displayed in The indication is green
green. N1 VIB and N2 VIB pulses if limit exceed.
The indication is frozen at its last value at engine shut down Also displayed on ECAM CRUISE page.
until next engine start.
NOTE: The advisory threshold may be decreased by a
It is reset at engine starting (engine master switch ON) on
MCDU procedure at the level of vibration reached
ground.
during the last flight.
The two last digits are dashed if the fuel used indication is
inaccurate due to the loss of fuel flow for more than one minute. OIL FILTER CLOG Indication
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Fuel used is also displayed on the ECAM CRUISE page. CLOG message appears in amber in case of excessive
pressure loss across the oil main supply filter.
Oil Quantity Indication
The needle and the digital indication are normally green. FUEL FILTER CLOG Indication
The indication pulses below lower limit. CLOG message appears in amber in case of excessive
pressure loss across the fuel filter.
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Oil Pressure Indication
The needle and the digital indication are normally green. Start Valve Position Indication
The digital indication pulses if oil pressure exceeds upper or
lower limit. Green Valve fully open.
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The indication will be red associated with ECAM warning if oil
pressure drops below 13psi.
Green Valve fully closed.
Oil Temperature Indication
Normally green.
The indication pulses if oil temperature exceeds the limit. Engine Bleed Pressure Indication
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The indication becomes amber associated with ECAM
Bleed pressure upstream of the precooler is normally
warning if oil temperatures exceeds:
displayed in green.
- Limit (140˚C) for more than 15 minutes, or
Indication becomes amber below 21 psi with N2 >
− 10% or in
- 155˚C without delay .
case of overpressure.
Ignition Indication
IGN is displayed in white during the start sequence.
The selected ignitors "A" or "B" or "AB" are displayed when SYSTEM DISPLAY (after start configuration)
supplied.
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Nacelle temperature Indication
Both nacelle temperature indications are displayed if at least
one nacelle temperature is above 240˚C.
Nacelle temperature above 240˚C pulses green.
During start sequence, it is replaced by ignition indication.
250

77-00-4
A318/A319/A320/A321 77-00 General
Figure 3: Cruise Page
CRUISE PAGE VIB Indication

Fuel Used Indication
The indication is green
The fuel used value computed by the F ADEC is displayed in N1 VIB and N2 VIB pulses if limit exceed.
green.
The indication is frozen at its last value at engine shut down
until next engine start. NOTE: The advisory threshold may be decreased by a
It is reset at engine starting (engine master switch ON) on MCDU procedure at the level of vibration reached
ground. during the last flight.
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The two last digits are dashed if the fuel used indication is
inaccurate due to the loss of fuel flow for more than one minute.
Fuel used is also displayed on the ECAM ENGINE page.
Oil Quantity Indication
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The needle and the digital indication are normally green.
The indication pulses below lower limit.
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77-00-5
A318/A319/A320/A321 77-00 General
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77-00-6
A318/A319/A320/A321 77-10 Power
77-10 Power
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77-10-1
A318/A319/A320/A321 77-10 Power
N1 Speed Sensor Figure 1: N1 / N2 Sensor Electrical Diagram
This sensor is an induction type tachometer. It consists of 3 independent sensing

elements which are magnetically and electrically insulated from each other. Each
sensing element includes a magnet, a winding, and a pole piece.
The passage of each tooth modifies the flux field of the magnets and causes a flux
variation in the coils. This generates an alternating electromotive force proportion-
al to the rotational speed of the low pressure rotor assembly.
The sensor ring has one tooth thicker than the 29 others. This tooth gener-
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ates a signal of greater amplitude used as phase reference for trim balance
(processed in the EVMU).
N2 Speed Sensor
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This sensor is an induction tachometer type. It comprises 3 sensitive elements.
Each element is magnetically and electrically isolated from the other.
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A magnetic wheel, part of the AGB drive system, is provided with 71 teeth on its
web. The passage of each tooth in front of the magnetic head modifies the lines
of magnetic force of the magnets. This creates a flux variation in the coils.
The flux variation generates an alternating electromotive force proportional to the
rotational speed of the HP rotor assembly.
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77-10-2
A318/A319/A320/A321 77-20 Temperature
77-20 Temperature
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77-20-1
EGT Temperature
The engine Exhaust Gas Temperature (EGT) is sensed and averaged by 9 ther-
mocouple probes (chromel/alumel) located in the T49.5 plane of Low Pressure
Turbine (LPT) stage 2 nozzle assembly.
A junction box at the other end of the rigid metal tubes with a receptable for the
connection to the main junction box assembly (for two of the three lead assem-
blies) and to the lower lead assembly (for the third one). The junction box has a
flange for attachment to the LPT mounting flange A8.
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77-20-2
Figure 1: T49.5 Thermocouple Wiring Harness Figure 2: Wiring Diagram of the Harness of the T49.5
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77-20-3
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77-20-4
A318/A319/A320/A321 77-30 Analyzers
77-30 Analyzers
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77-30-1
A318/A319/A320/A321 77-30 Analyzers
Accelerometers
Two accelerometers installed on each engine permit N1 and N2 vibrations to be
measured.
The first is fitted on the number 1 bearing, the second on the Turbine Rear Frame.
• Number 1 Bearing accelerometer, normal pick-up, provides N1 and N2 vibra-
tion frequencies.
• The Turbine Rear Frame (TRF) accelerometer is in standby and is also used
with the first to analyse results for engine balancing.
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Only one accelerometer is used at any particular time. The second accelerometer
is selected manually via MCDU “ACC. RECONFIGURATION” menu or automati-
cally at the next power up due to a failure of the N1 BEARING ACCEL.
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Engine Vibration Monitoring Unit (EVMU)
An Engine Vibration Monitoring Unit monitors the N1 and N2 levels of both en-
gines.
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The Engine Vibration Monitoring Unit (EVMU) processes for each engine, the N1
and N2 vibration spectrums in terms of:
• N1 and N2 speeds.
• Number 1 Bearing or TRF accel. frequency signals.
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Vibration Indication
The N1 and N2 vibrations of the left and right engines are displayed on the Engine
and Cruise pages.
Displayed values are to 10 units range:
• 10 units for N1 rotor corresponds to 10 MILS (MILS = 1/1000 of an inch)
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• 10 units for N2 rotor corresponds to 4 IPS (IPS = inch per second)
Interfaces
The Engine Vibration Monitoring Unit interfaces with the ECAM and the Central-
ized Fault Display System (CFDS).
CFDS interfaces: Maintenance fault messages.

77-30-2
A318/A319/A320/A321 77-30 Analyzers
Figure 1: Engine Vibration Monitoring
137 MCU 137 MCU
SDAC1
ADF2
ADF1
PROVISION
PROVISION
HF TCAS ATC OME VOR VHF DATA AMU VHF VHF VOR DME ATC HF
2 2 2 2 2 LINK 1 3 1 1 1 1 EVMU
2RP2
2RP1
3 1 2 3 1 MU 1 1 1 3 2 1 3
RE2 SH2 SO2 RS2 RC2 1 RB RN RC1 RC3 RS1 SD1 SH1 RE1 SDAC2
6 2 6 2 4 4 3 3 4 2 2 4 3 3 3 4 4 2 2 3 6 N1
82VU 81VU BEARING
ACCEL
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3CE2 FCDC2
3CE1 FCDC1
ELAC SEC FMGC FAC FAC FMGC SEC ELAC
2 2 2 2 1 1 1 1
DMU
2 1 1 1 1 1 1 2
N1
CE2 CE2 CA2 CC2 CC1 CA1 CE1 CE1
SPEED
6 8 2 4 8 8 8 8 4 2 8 6 SENSOR
84VU 83VU
CFDIU
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LEFT
ENGINE
EVMU
HUDC
SFCC EIU DMC FWC SDAC SDAC FWC DMC DMC EIU SFCC
2 2 2 2 1 1 3 1 1 1 SECOND
22 1 2 1 1 1 1 1 1 PRINTER ACCEL
1 1 1 21
CV KS2 EY FH WT2 WW2 WV2 WV1 WW1 WT3 WT1 KS1 CV OPTIONAL
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86VU 5 3 3 3 4 6 6 6 6 6 6 6 4 3 5 85VU
N2
SPEED
2TU FDIU
1WZ GPWC
10HQ AEVC
TAPE MUX CIDS CIDS CFDIU DAR

DMU QAR SENSOR
RPDR PES 2 1
PES MAIN
102 101 1 1 3 2
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RH RH TU TV TU TV
88VU 4 3 4 (1) 3 4 2 2 4 (1) 3 3 4 1 3 4 (1) 4 (1) 2 8

87VU
N1
BEARING
TAPE RPDR ANNOUNCE MUSIC OR ACCEL
10RX
2 2
1EV
N1
101 XPA SPEED
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SENSOR
(2)
ADIRU ADIRU ADIRU
2 3 1
RIGHT
NOTE: SEE FIG. 0001 FOR
ENGINE
CORRECT LOCATION
SECOND
10 10 10 ACCEL
STANDARD OPTION
POTENTIAL GROWTH (1) 1/2 ATR/S

N2
ALTERNATE SOLUTION (2) 1/2 ATR/L SPEED
SENSOR
A/C AXIS

77-30-3
A318/A319/A320/A321 77-30 Analyzers
Figure 2: Vibration Indication
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77-30-4
A318/A319/A320/A321 77-30 Analyzers
Figure 3: Turbine Rear Frame Vibration Sensor Figure 4: No 1 Bearing Vibration Sensor
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77-30-5
A318/A319/A320/A321 77-30 Analyzers
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77-30-6
A318/A319/A320/A321 77-35 CFDS
77-35 CFDS
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77-35-1
A318/A319/A320/A321 77-35 CFDS
CFDS Specific Page Presentation Figure 1:
EVMU
The Engine Vibration Monitoring Unit (EVMU) menu consists of two pages.
The EVMU is a type 1 system.
Ground Failures
This page gives the fault messages of the failures occurred during the power-up
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test or an MCDU test.
Only EVMU and Accelerometer faults are displayed.
The accelerometers are only tested on the ground.
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77-35-2
A318/A319/A320/A321 77-35 CFDS
EVMU Specific Page Presentation Cancel

This function is used to cancel the acquisition demand of the initial values.
EVMU An action on the CANCEL line key replots this screen to indicate that the cancel
The second page of the EVMU menu presents specific functions only. function is taken into account.
if the ACQUIRE function was selected by accident, you must cancel it to
Initial Values avoid any new initial values acquisition.
This menu foIIows the initial values to be acquired, read or loaded.
Figure 2:
This menu deals with the initial values which are the actual vibration values of N1
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and N2 when the engine is installed.
When stored, the Initial values are taken into account for advisory calculation
In limit 2.
The computation of the advIsory level is made according to the:
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• Maximum value of advisory In limit 1 calculatIon, when Initial value not
stored.
• Initial value in limit 2 calculation, when stored.
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The advisory level is permanently compared with the actual level. If the ad-
visory level is reached, digital information is sent to the ECAM (Refer to AMM
77-30-00).
Acquire
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This function is used when an acquisition of initial values is required.
Acquisition is recommended (Refer to AMM 71-00-00) when a new engine is ins-
talled.
Here the acquisition is ordered and will be performed automatically during next
flight. The “ACQUISITION SHALL TAKE PLACE” message is displayed only if the
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EVMU is configured with the bearing 1 accelerometer.
If Bearing 1 accelerometer is fauity, the message:
“ENG L(R) BEARING 1 ACCLRM
DEFECT
ACQUISITION OF INITIAL VALUES IMPOSSIBLE” is displayed.
If the EVMU is configured on the second accelerometer, the message:
“ENG L(R) SECOND ACCLRM USED
RECONFIGURE ACCELEROMETERS THEN
REPEAT ACQUISITION REQUEST” is displayed.

77-35-3
A318/A319/A320/A321 77-35 CFDS
EVMU Specific Page Presentation For the following initial value, the NEXT PAGE key is selected.
A QUIT line key cancels any modification of the related screen.
READ N1 page 1
The LOAD function for N2 values is the same.
This function allows the operator to read the initial values recorded during the last
acquisition.
This is the first page reporting the INITIAL VALUES for N1, they are listed from
20% RPM to 65% RPM.
READ N1 page 2
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This is the second page reportIng the INITIAL VALUES for N1, they are listed from
70% RPM to 125% RPM. When a value is not acquired N/A, is displayed.
The READ function for N2 values Is the same.
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Load
This function is used to load:
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• Engine Serial Number
• N1 initial values
• N2 initial values
This menu offers the possibility to load the initial values when the EVMU is re-
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placed (Refer to AMM 77-32-34).
After printing the initial values of the old EVMU, they are reloaded in the new
EVMU if they need to be conserved for the in-service engine.
From this menu the engine serial number can be entered by using the MCDU key-
board and then validated by selecting the S/N line key.
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The engine S/N is used for the EVMU only. If the engine Serial Number
known by the EVMU, through the CFDS, is not the same number as the one
loaded in this page, an acquisition of the initial values is not possible.
LOAD N1
This function is used to load the N1 initial values, step by step, RPM by RPM.
There are as many pages as different RPM percentages, which are also listed in
the READ function.
For each % RPM, one initial value can be entered at a time by using the MCDU
keyboard and then validated by selecting the line key adjacent to the < X.X UNITS.

77-35-4
A318/A319/A320/A321 77-35 CFDS
Figure 3:
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77-35-5
A318/A319/A320/A321 77-35 CFDS
ACC. Reconfiguration
BEAR 1
This menu page indicates which vibration accelerometer is used for both engines
at the present time.
This menu enables the operator to select the accelerometer BEAR 1 or TRF used
for the next flights.
TRF should be selected if BEAR 1 accelerometer is faulty (Refer to the TSM
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TRF
The next selection after BEAR 1 is TRF for second accelerometer.
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If the second accelerometer is declared faulty, the message “TRF DEFECT” is dis-
played and previous configuration is conserved.
When an acquisition of the initial values is ordered with TRF configured, the
message “IMPOSSIBLE INITIAL VALUES REQUESTED” is displayed and
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BEAR 1 selection cannot be switched to TRF.
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77-35-6
A318/A319/A320/A321 77-35 CFDS
Figure 4:
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77-35-7
A318/A319/A320/A321 77-35 CFDS
Engine Unbalance RECONFIGURE ACCELEROMETERS

This menu page is used to acquire engine unbalance data and enables fan bal- THEN REPEAT STORAGE REQUEST” is displayed.
ancing to be performed.
This menu offers the possibility to get results for Fan trim balancing:
Balancing
• in flight, through the LOAD function This functiow enables fan trim balancing data to be obtained on the ground during
engine run-up.
• on ground, through the BALANCING function.
This procedure is required if the acquisition of unbalance data is not available in
One of these two procedures has to be performed when the engine needs to be
flight.
rebalanced.
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To get the results, both accelerometers (BEAR 1 and ACC.2) are used (Refer to
Read AMM 77-32-34 procedure).
According to the five predetermined speeds, already loaded for acquisition, this
page shows the fan unbalance data stored during the last flight acquisition.
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Data, on the fan unbalance READ page, is indicated for five N1 speeds. For each
N1 speed, the displacement and the phase are indicated. For verification of the
results, refer to the fan trim balancing procedure (AMM 71-00-00).
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To allow the system to store the balancing data, the N1 speeds must be sta-
bilized by the pilot during the cruise phase.
Load
The LOAD function is used for the acquisition of fan unbalance data automatically
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during the next flight.
This function permits the operator to load five speeds which are: 62 % N1, 84 %
N1 and 3 speeds between 93 and 96 % N1 (refer to AMM fan trim balancing 71 -
00-00). There are as many pages as different speeds, which are also listed in the
READ item. Each speed can be entered through the MCDU keyboard and then
validated by selecting the corresponding line key.
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REQuire NumbeR is displayed to indicate the requested speed. The QUIT line key
cancels any modification (Refer to AMM 77-32-34).
The acquisition of unbalance data Is only possible if the BEAR 1 accelerom-
eter is available.
If the BEAR 1 accelerometer is faulty, the message:
“BEAR 1 LEFT (RIGHT) DEFECT
NO UNBALANCE DATA AVAILABLE” is displayed.
If the EVMU is configured on the second accelerometer, the message:
“ACC 2 LEFT (RIGHT) USED

77-35-8
A318/A319/A320/A321 77-35 CFDS
Figure 5:
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77-35-9
A318/A319/A320/A321 77-35 CFDS
Frequency Analysis
This page allows the operator to program a frequency analysis acquisition for the
next flight, through the LOAD function.
A print-out will be automatically performed during the next flight when all condi-
tions are met. This print-out shows a spectrum analysis according to the N1 and
N2 speeds.
The frequency analysis is not for line maintenance use. For more specific -
information refer to AMM 77-32-34.
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77-35-10
A318/A319/A320/A321 77-35 CFDS
Figure 6:
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77-35-11
A318/A319/A320/A321 77-35 CFDS
Figure 7: Warnings and Caution
E / WD : FAILURE TITLE AURAL MASTER SD LOCAL FLT

WARNING LIGHT PAGE WARNING PHASE
Conditions CALLED LIGHT INHIB
GEN FAULT
ENG DUAL FAILURE NIL
MASTER PACK FAULT
CRC
WARNING
ENG 1 (2) OIL LO PR 1, 10
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Oil low pressure triggered at 13 psi. NIL
ENG 1 (2) STALL
ENG 1 (2) HP FUEL VALVE
HP fuel valve failed closed.
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Associated
A i t d
ENG 1 (2) START FAULT FAULT on
Start fault due to:
ENG panel 3, 4, 5, 7, 8
- No light up, or
(exception
- Eng stall or overtemperature, or
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case of
- Starter time exceeded, or ENG starter time
- Low start air pressure.
exceeded)
ENG 1 (2) START VALVE FAULT SINGLE MASTER
Position disagree. CHIME CAUTION
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ENG 1 (2) THR LEVER DISAGREE 4, 5
Disagree between both resolvers of a thrust lever.
ENG 1 (2) OIL HI TEMP
Oil temperature between 140˚C and 155˚C more than
15 min. or oil temperature above 155˚C. 4, 5, 7, 8
ENG 1 (2) FADEC FAULT
Both channels failed.
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ENG 1 (2) LOW N1 4,5,6,7,8,10
No N1 rotation during start.

77-35-12
A318/A319/A320/A321 77-35 CFDS
Figure 8:
ENG THRUST LOCKED SINGLE MASTER

Thrust levers are not moved within 5 sec. following an 1, 2, 3,
CHIME CAUTION
involuntary disconnection of the A/THR 4,8,9,10
every 5 sec every 5 sec
(or disconnection through the FCU P/B).
ENG FLEX TEMP NOT SET NIL 1,4,5,6,7,8,
Flex temperature has not been set on FMS MCDU. 10
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ENG 1 (2) FADEC HI TEMP 3, 4, 5, 7, 8
ENG 1 (2) THR LEVER FAULT 4,8

Both resolvers on one thrust lever failed. NIL
ENG 1 (2) FAIL SINGLE MASTER
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N2 below idle with master switch ON and fire P/B not CHIME CAUTION
pushed.
1 10
1,
ENG 1 (2) SHUT DOWN
Eng master switch at off in phase 3 to 8 or eng fire P/B
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pushed in phase 1, 2, 9 and 10.
ENG 1 (2) REVERSE UNLOCKED 1,2,4,5,8,9,
One or more reverser door unlocked in stowed position 10
in flight or on ground with no deploy order .
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5MIN AFTER
1500 ft
ELEC PWR
800 ft
STARTED
2ND ENG
SHUT DN
LIFT OFF
1ST ENG
1ST ENG
TO PWR
TOUCH
DOWN
80 kt
80 kt
1 2 3 4 5 6 7 8 9 10
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77-35-13
A318/A319/A320/A321 77-35 CFDS
Figure 9:
E / WD : FAILURE TITLE AURAL MASTER SD LOCAL FLT

WARNING LIGHT PAGE WARNING PHASE
Conditions CALLED LIGHT INHIB
ENG 1 (2) REV PRESSURIZED SINGLE MASTER
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Reverser system is pressurized while reverser doors are NIL NIL 4, 5, 8
CHIME CAUTION
stowed and locked with no deploy order .
ENG 1 (2) COMPRESSOR VANE
Variable bleed valve system or variable stator vane 4, 5, 7, 8
system failure.
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ENG 1 (2) N1 or N2 or EGT OVER LIMIT
N1 above 102.1 %. 4, 8
N2 above 105.1 %.
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EGT above 891˚C.
ENG 1 (2) IGN A +B FAULT 3, 4, 5, 7, 8
Both ignition circuits failed.
ENG 1 (2) CTL VALVE FAULT
Burn select valve or HPTC or RAC system failure.
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SINGLE MASTER
ENG 1 (2) FUEL CTL FAULT NIL NIL
CHIME CAUTION
Fuel metering valve position disagree.
ENG 1 (2) SENSOR FAULT 4, 5, 7, 8
PS 3, T25, T3, N1 or N2 data not available on both
channels.
ENG 1 (2) PROBES FAULT
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T 12 or PO PT 2 data not available on both channels.
ENG 1 (2) N1 (N2, EGT, FF) DISCREPANCY 3, 4, 5, 8
Discrepancy between ECU and DMC output.

77-35-14
A318/A319/A320/A321 77-35 CFDS
Figure 10:
ENG 1 (2) BLEED STATUS FAULT

Bleed, X-bleed pack anti-ice valves position status not 3, 4, 5, 7. 8
received by FADEC active channel.
ENG 1 (2) FUEL FILTER CLOG
ENG 4 5
4, 5, 7
7, 8
ENG 1 (2) OIL FILTER CLOG
ENG VIB SYS FAULT 3, 4, 5, 6, 7,
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Failure of the vibration detection system. 8, 9
ENG 1 (2) OVSPD PROT FAULT 4, 5, 7, 8

Loss of overspeed protection. NIL NIL NIL
ENG 1 (2) IGN A (B) FAULT NIL
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Ignition circuit A or B failed.
ENG 1 (2) FADEC ALTERNATOR 3, 4, 5, 7, 8
Loss of electrical auto supply of either FADEC channel.
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ENG COMPRESSOR VANE
Eng 1 and 2 VBV or VSV fault.
ENG 1 (2) FADEC A (B) 4, 5, 7, 8
One FADEC channel failed.
NIL NIL NIL NIL
ENG 1 (2) EIU FAULT 1, 3, 4, 5, 7,
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Data bus between EIU and ECU failed. 8,10
5MIN AFTER
1500 ft
ELEC PWR
800 ft
STARTED
2ND ENG
SHUT DN
LIFT OFF
1ST ENG
1ST ENG
TO PWR
TOUCH
DOWN
80 kt
80 kt
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1 2 3 4 5 6 7 8 9 10

77-35-15
A318/A319/A320/A321 77-35 CFDS
Figure 11:
ENG 1 (2) REVERSER FAULT NIL NIL NIL NIL 3, 4, 5

Loss of thrust reverser on one engine.
ENG 1 (2) REV ISOL FAULT SC CAUT NIL NIL 3, 4, 5, 6, 7
ENG 1 (2) REV SWITCH FAULT 3, 4, 5, 6, 7,

NIL NIL NIL NIL
Failure of reverser permission switch. 8
ENG 1 (2) FUEL RETURN VALVE
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Fuel return valve is failed in not open or not closed 3, 4, 5, 7, 8
position. NIL NIL NIL NIL
3, 4, 5, 6, 7,
ENG 1 (2) ONE TLA FAULT 8
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5MIN AFTER
1500 ft
ELEC PWR
800 ft
STARTED
2ND ENG
SHUT DN
LIFT OFF
1ST ENG
1ST ENG
TO PWR
TOUCH
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DOWN
80 kt
80 kt
1 2 3 4 5 6 7 8 9 10
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MEMO DISPLAY
IGNITION is displayed in green when the continuous ignition is activated on either engine.
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77-35-16
A318/A319/A320/A321 77-35 CFDS
Figure 12: Electrical Supply
BUS BAR AC DC
A/C SYS AC DC ESS ESS HOT
CHANNEL A ENG 1 and 2 X
FADEC ENG 1 BAT

CHANNEL B
DC2
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ENG 2
ENG 1 BAT X
EIU
ENG 2 X
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HP VALVES X
LP VALVES DC2 X
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ENG 1 DC1
OIL PRESS/QTY
ENG 2 DC2
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AC ESS
or
AC STAT
A ENG 1 and 2 AC ESS INV
during
IGNITION RAT
extension
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ENG 1 AC1
B
ENG 2 AC 2
EVMU ENG 1 and 2 AC1
Lost in elec emer config.

77-35-17
A318/A319/A320/A321 77-35 CFDS
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77-35-18
Training Manual Exhaust - CFM56-5B
A318/A319/A320/A321 78-00
78 Exhaust - CFM56-5B
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78-00-1
A318/A319/A320/A321 78-00 General
78-00 General Figure 1: Exhaust General
Exhaust General - Description and Operation

General
Part of the air absorbed by the fan is directly evacuated to the outside; the remain-
ing part is sent to the engine combustion chamber and burnt gases are ejected
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through an exhaust nozzle.
The engine exhaust section directs fan discharge air for either normal or reverse
thrust operation.
In forward thrust mode, fan air flow and burnt gases are evacuated directly at the
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back.
Each engine is equipped with a reverser system which reverses cold fan air by
means of pivoting doors, integrated in the short nacelle body, which turn the en-
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gine airflow forward and provide a braking effect for the aircraft on the ground.
Thrust reverser can be operated only on the ground.
Description
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The exhaust system consists of a primary nozzle for hot exhaust and a fan nozzle
which incorporates the thrust reverser system.
Hot Exhaust
The primary exhaust forms the rear part of the engine.
It consists of a center body and a rear conical nozzle.
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Fan Nozzle
The fan nozzle forms a part of the nacelle and provides an annulus for exit of the
fan flow.
It consists of fixed cowls, with pivoting doors which form:
• a continuation of the nacelle aerodynamic line
• the outer wall of the exhaust nozzle.
This outer wall contains an inner cowl forming the inner wall of the exhaust nozzle.
The fan nozzle/thrust reverser assembly is hinged to the pylon and clamped to the
engine fan frame.

78-00-2
A318/A319/A320/A321 78-00 General
Thrust Reverser System Figure 2: Thrust Reverser

The thrust reverser system uses part of engine exhaust power to provide addition-
al aerodynamic braking during aircraft landing.
The thrust reverser system is hydraulically actuated by the hydraulic pump mount-
ed on the engine.
It is controlled through the FADEC. (Full Authority Digital Engine Control) from the
cockpit by a lever hinged to the corresponding throttle control lever.
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78-00-3
A318/A319/A320/A321 78-00 General
Thrust Reverser General – a directional valve

– a pressure switch
General – a flow limiter
The fan thrust reverser is located immediately downstream of the fan frame. – a filter
• four actuators with inner Latch
An adaptor ring attached to the rear engine fan frame interfaces between the en-
gine and the reverser itself. • four door latches
• four door position switches for the stow position, two double switches for the
In direct thrust configuration, the cowling masks the blocker doors, thus providing
deploy position hoses
fan flow ducting with minimized thrust loss.
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• one electrical junction box.
In reverse thrust configuration, the blocker doors are deployed in order to obstruct
the fan duct; the fan flow is ejected laterally through the reverser with a forward Figure 3: Thrust Reverser System
velocity component which provides the reverse thrust. To give access to the en-
gine, the reverser consists of two half-fan ducts (C-ducts) hinged at pylon and
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latched at the bottom.
The left and right thrust reverser systems are interchangeable except means to
control efflux pattern.
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The thrust reverser includes acoustic linings, a pressure relief system, LP turbine
case and core compartment cooling systems and fire walls.
The doors are hydraulically actuated. Supply is directly made from the engine driv-
ing pump and the return is made to a servo control return circuit.
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The thrust reverser hydraulic control unit (HCU) controls through the ECU signals,
the sequence and functions of unlocking, deploying, stowing and locking of the
blocker door latches and actuators. Movement of each blocker door is independ-
ent of the other doors. Actuation time for the total system is less than two seconds,
therefore, the pivoting doors are not synchronized. Appropriate interlocks and po-
sition microswitches are incorporated in the system; upper ECAM display indica-
tion in the cockpit provides thrust reverser position and status.
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The fan reverser system on one engine is completely independent of the other en-
gine system.
The FADEC incorporates two identical channels (A and B) which receive signals.
Only the channel “in control” transmits control signals.
Description
The thrust reverser system includes:
• a hydraulic control unit (HCU) including:
– a pressurizing valve

78-00-4
A318/A319/A320/A321 78-00 General
Thrust Reverser Control and Indication Figure 4: Thrust Reverser Control and Indication
MAX MAX
General CONTINUOUS
+ 35°°
CLIMB + 25° FIT
0°
IDLE
The thrust reverser is controlled from the cockpit by means of the throttle control MAX - 6°
TAKE OFF
lever. + 45°
A thrust reverser control lever, when actuated, allows the throttle control lever to FULL REVERSE
- 20°
be moved rearward in the reverse thrust selection area and the thrust reverser to
be controlled by the Electronic Control Unit (ECU).
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The ECU incorporates a thrust reverser command logic based on throttle control
lever selection, thrust reverser feedback position and ground/flight configuration,
which generates a command signal to the pressurizing valve and the directional
valve.
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The signal from the ECU to the directional valve is fed to the avionics compart-
ment, where it passes through an inhibition relay controlled by the Engine Inter- MECHANICAL STOP
lace Unit (EIU) according to throttle control lever position.
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Each channel of the ECU can control and monitor the thrust reverser.
The hydraulic energy required for the actuator is supplied from the normal hydrau-
lic system.
The thrust reverser operating sequences are displayed in the cockpit on the upper
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ECAM display unit.
In deployment, an amber REV indication will come in view at the middle of the N1
dial when at least one reverser door is unstowed or unlocked (stroke > 1%). If this
occurs in flight, REV will flash first for 9 sec, then it will remain steady. This indi-
cation will change to green colour when the fan reverser doors are fully deployed
and the reverse thrust can be applied. In stowage, the indication changes to am-
ber when one door at least is less than 95% and disappears when all the doors
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are stowed.

78-00-5
A318/A319/A320/A321 78-00 General
Figure 5: Thrust Reverser System
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78-00-6
A318/A319/A320/A321 78-30 Thrust Reverser
78-30 Thrust Reverser
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78-30-1
Thrust Reverse Management Thrust Control Unit

Additional switch isonly installed on aircraft with SOV installed. On pre-modified
General aircraft the signal for the inhibition relay (14KS) is comming from the SEC’s.
The thrust reverser system is controlled independently for each engine by the as-
sociated FADEC system. CFDS Interface
The CFDS Interfaces with the Engine Interface Unit (EIU) to provide Thrust Re-
Thrust Reverse Control verser fault diagnostics.
When the reverse thrust is selected in the cockpit, the Engine Control Unit is al- For maintenance purposes, a thrust reverse test can be performed through the
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lowed to control the thrust reverser operation, if the aircraft is on the ground and MCDU menus. In this case the CFDIU simulates an engine running (N2 condition)
the engine running. to permit the thrust reverser deployment.
The ECU controls the thrust reverser operation according to the Thrust Lever An-
gle (TLA), the ground signal and the pivoting door positions detected through stow
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and deploy switches.
The Engine Interface Unit (EIU) generates a logic to authorize the doors de-
ployment through the inhibition relay when the Spoiler and Elevator Comput-
ers (SEC) confirm the TLA position.
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Thrust Reverse Actuaction
The hydraulic power required for the actuators is supplied by the normal aircraft
hydraulic system.
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Each channel of the ECU controls and monitors solenoid valves included in a Hy-
draulic Control Unit which provides the actuation of four pivoting doors.
The Hydraulic Control Unit (HCU) provides the sequence and functions of unlock-
ing, deploying, stowing and locking of the pivoting door latches and actuators.
The HCU includes a pressurizing valve and a directional valve which is controlled
through the inhibition relay.
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Thrust Reverse Indication
The thrust reverser operating sequences are displayed in the cockpit on the EN-
GINE / WARNING DISPLAY.
Amber indication appears when the doors are in transit and then becomes on
green when the doors are deployed.

78-30-2
Figure 1: Thrust Reverser Schematic
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78-30-3
Operation Deploy Sequence

Selection of either stow or deploy from the cockpit sends a signal to the engine
ECU which, in turn, supplies two independent signals to the thrust reverser HCU Selection and System Pressurizing
pressurizing and directional control valves. When the reverse thrust is selected in the cockpit, the SOV is independently open
These signals to the HCU are only provided if the ECU has received correct sig- following the third defense line logic then, the Electronic Control Unit (ECU) ener-
nals e.g. reverser position engine power setting. gizes the solenoid of the pressurizing valve.
Solenoid conditions are as follows: The High Pressure (HP) is routed to the hydraulic actuator rods and the pressure
detector indicates to the ECU that the system is pressurized.
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Conditions Pressurizing valve Directional valve so-
solenoid lenoid
Forward thrust 0 0
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Deploying 1 1
Reverse thrust 0 1
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Stowing 1 0
1 = solenoid energized
0 = solenoid de-energized
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78-30-4
Figure 2: Selection and System Pressurizing
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78-30-5
Latches Unlocking and Actuators Supplying

Then the ECU also energizes the solenoid of the directional valve.
Therefore, the four latches, mounted in line, are hydraulically unlocked. When the
last latch is open the pressure return drives the directional valve.
Then the directional valve supplies the head chamber of the actuators. The pres-
sures in the rod and head chambers are equal but the difference in surface be-
tween the head side and the rod side enables the movement of the actuators.
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78-30-6
Figure 3: Latches Unlocking and Actuators Supplying
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78-30-7
Amber Reverser Indication

As soon as one pivoting door is at more than 1 % of its angular travel, its stow
switch sends a signal to the ECU.
The amber reverser indication is displayed on the ECAM during the transit.
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78-30-8
Figure 4: Amber Reverser Indication
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78-30-9
Green Reverser Indication

When each pivoting door overshoots 95 % of its travel, the deploy switches are
closed and the ECU receives the "deployed doors "information.
On the ECAM, the REV indication changes to green.
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78-30-10
Figure 5: Green Reverser Indication
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78-30-11
Door Deployed
The ECU de-energizes the pressurizing valve solenoid.
The pivoting doors are aerodynamically maintained at 100 % of their travel.
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78-30-12
Figure 6: Door Deployed
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78-30-13
Stow Sequence
Selection
When stowing of pivoting doors is selected, the ECU ensures that stowing condi-
tions are achieved.
In this case the pressurizing valve solenoid is energized and the directionalvalve
solenoid is de-energized.
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78-30-14
Figure 7: Stow Selection
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78-30-15
Amber Reverser Indication

When one door is at less than 95 % of its travel, the REV indication changes to
amber.
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78-30-16
Figure 8: Amber Reverser Indication
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78-30-17
Door Stowed Information

When all pivoting doors are at less than one percent of their stowed position, they
actuate stow switches which sends the stowed door information to the ECU.
The REV indication disappears.
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78-30-18
Figure 9: Door Stowed Information
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78-30-19
Electrical Supply Cut Off

When the four pivoting doors are stowed, the ECU removes the pressurizing valve
solenoid electrical supply, then the SOV is independently closed following the third
defense line logic.
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78-30-20
Figure 10: Electrical Supply Cut Off
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78-30-21
Shut - Off Valve Figure 11: FADEC LRU Identification
General
An independent locking system is designed to isolate the thrust reverser from the
aircraft hydraulic system. This system consists of thrust reverser Shut-Off Valve LRU IDENTIFICATION
(SOV) upstream of the Hydraulic Control Unit (HCU), a filter and associated
plumbing, mounting and electrical supply. ENGINE 1 CHANNEL B
The SOV is electrically actuated from an independent signal from the SEC, by- CFM56/5B4/2P
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passing the FADEC command circuit.
Component Description
ATA # LRU PART NO.
Shut-Off Valve
732160 ECU 2042M13P05
IDENT PLUG DATA
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The hydraulic power for the thrust reverser operation is obtained from the engine
BUMP N N1 TRIM 6
driven pump of the hydraulic system, which supplies the HCU through the filter
and the thrust reverser SOV. The thrust reverser SOV is designed to isolate the
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CONFIG NACTB PMUX Y
thrust reverser from the aircraft hydraulic system. When the solenoid is de-ener-
gized the pilot and spool valves are pressure and spring driven to close the supply
DAC CONFIG 3 CCNIDP N

port. When the supply port is closed the thrust reverser is isolated from the aircraft
hydraulic system. When the solenoid is energized the pilot valve releases the
pressure from on the spool and opens a path to the return port. The sub-piston,
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which always has system pressure acting on it, will move the spool against the
<CONFIG CHANGE CCNECU N

spring to open the control port. When the control port opens it allows the aircraft
hydraulic fluid from the supply port to pass through the valve, exit the valve from
ENGINE 779942 TRSOV Y

the control port and enter the HCU.
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78-30-22
Figure 12: Shut-Off Valve and Filter

ELECTRICAL
CONNECTOR
SUPPLY SERVICE
SOLENOID
DE ENERGIZED
A C
A TO CASE DRAIN
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B
A
SHUT-OFF
VALVE
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CLOSE
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SUPPLY SERVICE
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SOLENOID
ENERGIZED
A C
TO CASE DRAIN
SUPPLY
B
SERVICE
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INLET
PORT
TO CASE
DRAIN
HYDRAULIC
FILTER OPEN
CANISTER
OUTLET
PORT
CLOGGING
INDICATOR

78-30-23
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78-30-24
A318/A319/A320/A321 78-31 Control and Indicating
78-31 Control and Indicating
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78-31-1
Engine Thrust Reverser LRUs

Precautions
Equipment Location
Thrust Reverser Electrical Junction Box
Hydraulic Control Unit (HCU)
Pressure Switch
Hydraulic Latch(es)
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Pivoting Door Latch Fitting(s)
Hydraulic Actuator(s)
Pivoting Door(s)
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Stow Switch(es)
Deploy Switch(es)
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Precautions
Before working on the thrust reverser, the system should be deactivated through
the Hydraulic Control Unit operating lever.
If not, the thrust reverser can operate accidentally and cause serious injury to per-
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sonnel and/or damage to the reverser.
In the cockpit make sure that the thrust levers are at idle position and put a warning
notice stating not to select reverse.
Use an inhibition pin with a streamer to make the system inoperative in order to
protect mechanics during maintenance operations.
Use the pin stored on the HCU when the system must be de-activated for flight.
SR

78-31-2
Figure 1: Thrust Reverser LRU
CLOGGING CHECK VALVE HYDRAULIC ELECTRICAL

INDICATOR RESTRICTOR CONTROL UNIT JUNCTION BOX BLOCKER DOOR
PRESSURE
SWITCH
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LOCK IN PORT
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DEACTIVATION
LEVER
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BLEED SAFETY
VALVE PIN
LOCK OUT DIRECTIONAL
HYDRAULIC PORT VALVE SOLENOID STOW SWITCH
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FILTER CONNECTOR
HYDRAULIC
ACTUATOR
PRESSURIZING
VALVE
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SWITCH B
SOLENOID
GROUND
HYDRAULIC
FLOW HAND PUMP
LIMITER CONNECTION
DEPLOY PIVOTS AND

SWITCH DEPLOY SWITCH
CONNECTOR ACCESS DOOR
(ONE FOR EACH
DOOR)
SWITCH A

78-31-3
Figure 2: Thrust Reverser LRU

NUT
A
BOLT
A HOOK
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NUT
BOLT
MANUAL
UNLOCK
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SQUARE
BLOCKER
DOOR
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HYDRAULIC
STRAP ACTUATOR
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DZUS FASTENER
C WRENCH B
5/16 IN.
(7,94 mm)
B
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C
MANUAL
UNLOCK LATCH
SHAFT LATCH FITTING
ROLLER
HOOK

78-31-4
Figure 3: Door Actuator System
ACTUATOR
ROD
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A BLOCKER
DOOR
HYDRAULIC
ACTUATOR
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NUT COTTER
PIN(30)
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WASHER
NUT
PREFORMED
BOLT
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CLEVIS
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PACKING (10) WASHER
BOLT
FORWARD
FRAME
CLEVIS
PREFORMED HYDRAULIC
ACTUATOR
PACKING (20)
HEAD ROD
NIPPLE NIPPLE

78-31-5
Figure 4: Reverser Deactivation
BLOCKER
DOOR
A
A
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LOCKOUT
BOLT BOLT
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A-A
LOCKOUT A LOCKPLATE
BLOCKER
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BOLT SECTION
DOOR
A
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78-31-6
Figure 5: Thrust Reverser Lockout Bolts Storage
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78-31-7
Figure 6: Stow Switch

2% UNSTOWED OR UNLOCKED HYDRAULIC ELECTRICAL
STOWED AND CONTROL UNIT JUNCTION BOX
LOCKED
BLOCKER
DOOR
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STOW SWITCH
CONNECTOR
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1 2 3
STOW SWITCHES
STOW SWITCHES
TRS1 GROUND
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HYDRAULIC
1 2 HAND PUMP
CONNECTION
1 0 - 4 DOORS UNSTOWED
OR UNLOCKED DEPLOY PIVOTS AND
1 1 - AT LEAST ONE DOOR SWITCH DEPLOY SWITCH
STOWED AND LOCKED CONNECTOR ACCESS DOOR
(ONE FOR EACH
TRS2
DOOR)
1 3
1 0 - 4 DOORS STOWED
AND LOCKED
1 1 - AT LEAST ONE DOOR
UNSTOWED OR UNLOCKED

78-31-8
Figure 7: Blocker Door Closed
95%
FULLY
DEPLOYED NOT DEPLOYED
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1
DEPLOY SWITCHES
2
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DEPLOY SWITCHES
TRD
1 2
1 0 - AT LEAST ONE DOOR

NOT DEPLOYED
1 1 - 4 DOORS DEPLOYED

78-31-9
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78-31-10
A318/A319/A320/A321 78-35 CFDS
78-35 CFDS
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78-35-1
A318/A319/A320/A321 78-35 CFDS
Thrust Reverser Test with the MCDU

Warning: This test activates the thrust reverser system. Before you do this
test consult the maintenance manual!
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78-35-2
A318/A319/A320/A321 78-35 CFDS
Figure 1: Thrust Reverser Test with the MCDU
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78-35-3
A318/A319/A320/A321 78-35 CFDS
Figure 2: Thrust Reverser Test with the MCDU
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78-35-4
Training Manual Oil System - CFM56-5B
A318/A319/A320/A321 79-00
79 Oil - CFM56-5B
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79-00-1
A318/A319/A320/A321 79-00 General
79-00 General
General
Sump Philosophy
The engine has 2 sumps; the forward and aft.
The forward sump is located in the cavity provided by the fan frame and the aft
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sump is located in the cavity provided by the turbine frame.
The sumps are sealed with labyrinth type oil seals, which must be pressurized in
order to ensure that the oil is retained within the oil circuit and, therefore, minimize
oil consumption.
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Pressurization air is extracted from the primary airflow (booster discharge) and in-
jected between the two labyrinth seals. The air, looking for the path with the least
resistance, flows across the oil seal, thus preventing oil from escaping.
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Any oil that might cross the oil seal is collected in a cavity between the two seals
and routed to drain pipes.
Once inside the oil sump cavity, the pressurization air becomes vent air and is di-
rected to an air/oil rotating separator and then, out of the engine through the center
vent tube, the rear extension duct and the flame arrestor.
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SR

79-00-2
A318/A319/A320/A321 79-00 General
Figure 1: Seal Pressurization Principle

BOOSTER
DISCHARGE
PRESSURIZING
PORT
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OIL JET
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AIR TO
AIR SEAL CENTER
VENT
OIL SEAL
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DRAIN
ROTATING SCAVENGE
AIR/OIL
SEPARATOR

79-00-3
A318/A319/A320/A321 79-00 General
General The scavenge oil then flows through a master chip detector and a scavenge filter,
then it is cooled through the servo fuel heater and the fuel/oil heat exchanger be-
The engine oil system includes:
fore returning to the oil tank.
• a supply circuit
• a scavenge circuit Oil Vent
• a vent circuit The air mixed with the scavenge oil is separated in the tank by a deaerator and is
It lubricates and cools the bearings of the forward and aft sumps. vented to the forward sump through the transfer gearbox and radial drive shaft.
It also lubricates bearings and gears in the transfer and accessory gear boxes. The sumps are connected together by the center vent tube, which vents them to
the outside air by the engine exhaust plug, through a flame arrestor.
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The major components of the oil system are: the oil lank, the lubrication unit, the
servo fuel heater and the fuel/oil heat exchangers.
Indicating and monitoring is provided by the detectors and sensors shown on the
schematic.
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Oil Supply
The oil from the tank flows through the supply pump and the main filter, or through
the backup filter in case of main filter clogging.
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It then flows to the forward and aft sumps, and to the accessory and transfer gear-
boxes.
The pump delivery pressure is not controlled, but the oil output flow is, by design,
always in excess of the lubrication requirements.
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A pressure relief valve bypasses part of the output flow to protect the supply pump
against abnormal output pressure build-up.
If the main filter becomes clogged, a bypass valve opens and the oil flows through
the backup filter.
A clogging switch send a signal to ECAM and a clogging indicaor pops out on the
SR
filter housing.
The anti-siphon device prevents oil from draining by gravity from the tank through
the pump into the gearbox after engine shutdown. It uses air from the forward
sump.
Oil Scavenge
The oil scavenge from the forward and aft sumps, and the transfer and accessory
gearboxes is sucked by four scavenge pumps.
Each pump is protected by a strainer and a chip detector.

79-00-4
A318/A319/A320/A321 79-00 General
Figure 2: Engine Oil System
OIL TEMPERATURE
SENSOR TO ECU/FADEC TO ECU (HJ13)
SW-OIL LO PRESS (4000 EN) TO A/C
28VDC
FROM A/C
VISUAL INDICATOR, TO A/C AIR/OIL
CENTER VENT
TO A/C OF CONTAMINATION BY SEPARATORS (2)
FORWARD ENGINE TUBE (CVT)
MAGNETIC PARTICLES XMTR-OIL
PRESS (4003 EN) (BEARING)
MAIN OIL-FUEL HEAT EXCHANGER SUMP AIR/OIL MIXTURE
VENTING THROUGH
EXHAUST PLUG
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AIR/OIL SEPARATORS (2) AFT ENGINE
ANTI SIPHON PRESS
(BEARING) SUMP
XMTR-OIL RELIEF
OIL LEVEL QUANTITY (4002 EN) VALVE
SIGHT GAGE LUBRICATION UNIT
SCAVENGE OIL AGB
DE-AERATOR MCD-TO-VISUAL
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OIL TANK INDICATOR TGB
INTERCONNECT
ELECT. CABLE
OIL TANK SCREEN (DPM HARNESS)
(STRAINER)
SERVO FUEL HEATER
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TO A/C
LUBRICATION SENSOR-OIL
SW-OIL FILTER DIFF.
UNIT TEMP.
PRESS. (4001 EN)
(4004 EN)
BACK-UP FILTER MASTER MAGNETIC
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BY-PASS VALVE (44 MICRONS) CHIP DETECTOR (MCD)
SEPARATE OIL PRESSURE BRANCH

MAIN OIL PRESSURE (SUPPLY)
FOR THE LUBRICATION OF THE
BACK-UP FILTER FILTER (15 MICRONS) PRESSURE LUBRICATION UNIT DRIVE SHAFT
WASH FLOW RELIEF VALVE SYSTEM (IN AGB)
CALIBRATION JET
OIL PRESSURE SUPPLY

OIL SCAVENGE PUMP
PUMP ELEMENT (1)
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ELEMENTS (4) SUPPLY CIRCUIT
AGB
DRIVE
SCAVENGE CIRCUIT
OIL SCAVENGE
SCREENS (4)
VENT CIRCUIT
COOLANT (FUEL) CIRCUIT

AGB SCAV. IN
FRONT SCAV. IN
MECHANICAL DRIVE
TGB SCAV. IN
REAR SCAV. IN ELECTRICAL LINE

79-00-5
A318/A319/A320/A321 79-00 General
Figure 3: Forward Oil Sump Pressurization
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79-00-6
A318/A319/A320/A321 79-00 General
Figure 4: Rear Oil Sump Pressurization
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79-00-7
A318/A319/A320/A321 79-00 General
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79-00-8
79-20 Distribution
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79-20-1
Engine Oil System LRU’s

Precautions
Hot oil can cause deep burns.
Avoid any contact with oil splashes when performing maintenance.
Wait a minimun of 5 minutes after engine shutdown before removing the oil
tank filler cap.
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The oil is pressurized during engine operation and it takes time for the pres-
sure to drop.
If the oil tank cap is removed before the pressure decreases, hot oil may
gush out of the oil tank and could cause severe burns.
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Oil Tank
Characteristics
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• Maximum filling capacity: 5.17 US gallons (19.6 liters).
• Total oil tank volume: 6 US gallons (22.7 liters).
Oil Servicing:
• 2 filling ports (pressure and gravity).
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• 1 Magnetic drain plug.
Oil Tank Gravity Filler Cap

• Wait 5 mn after engine shutdown before removing the filler cap.
• Push down and turn clockwise to remove the cap.
• Add oil by pouring into the tank, up to the “full” mark of the sight gauge.
SR
• If a dipstick is installed check the capacity to be added in quarts.
Oil Tank Drain Plug

For oil tank removal or if the oil is contaminated, a drain plug is provided.
• When the drain plug is removed an internal safety valve prevents the oil from
pouring out.
• To drain the tank, connect a drain tube to the drain port and place a container
under the tank of a minimum capacity of 6 US gallons or 23 litres.

79-20-2
Figure 1: Oil Distribution Components Location

VEW A
OIL TANK
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A
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ANTI-SIPHON
DEVICE
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MAIN OIL/FUEL
LUBRICATION HEAT EXCHANGER
UNIT

79-20-3
Oil Tank
The oil tank stores the engine oil and is installed on the fan case, at the 8 o’clock
position, on one upper and two lower mounts with shock absorbers.
The tank body is made of light alloy covered with a flame resistant coating to meet
fireproof requirements. Five inner bulkheads add strength and reduce oil sloshing.
The cover is a light alloy casting, bolted on the oil tank body.
The tank has an oil inlet tube from the exchanger, an oil outlet to the lubrication
unit and a vent tube.
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To replenish the oil tank, there are a gravity filling port, a remote filling port and an
overflow port.
A scupper drain ducts any oil spillage to the drain mast and a plug is provided for
draining purposes.
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The tank has a pressure tapping connected to a low oil pressure switch and oil
pressure transmitter, that are used in cockpit indicating. Next to this tapping, there
is another which is similar and only used for test cells.
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Between engine start and running conditions, the oil level drops, due to the gulping
effect.
Oil level checks must be done within five to thirty minutes, after engine shutdown,
due to oil volume changes.
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To avoid serious injury, the oil filler cap must not be opened until a minimum of 5
minutes has elapsed after engine shutdown.
Oil tank characteristics:
U.S. QUARTS LITERS

SR
Max gulping effects 8 7.56
Min usable oil volume 10 9.46
Max oil total capacity 20.7 19.6
Total tank volume 24 22.7

79-20-4
Figure 2: Oil Tank
VIEW A
4 12
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1 - OIL TANK
5 2 - OIL OUTLET (TO LUBE UNIT)
3 - OIL INLET (FROM EXCHANGER)
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A 4 - VENT TUBE
5 - OIL LEVEL TRANSMITTER
6 - GRAVITY FILLING PORT
3 7 - REMOTE FILLING PORT
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8 - REMOTE OVERFLOW PORT
9 - DRAIN PLUG
11 10 - SCUPPER DRAIN LINE TO DRAIN
MAST
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11 - PRESSURE TAPPING FOR
INDICATING SYSTEM
8
12 - MOUNTS
US US
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7 QUARTS GALLONS LITERS
6 TOTAL TANK
24 6 22.7
VOLUME
12
1 MAX FILLING
20.7 5.17 19.6
CAPACITY
10
MAX GULPING
9 8 2 7.56
2 EFFECTS

79-20-5
Oil Tank Components Figure 3: Oil Quantity Transmitter

During engine running operation, the oil is routed to the lubrication unit from an
outlet port, located in the lower section of the tank to ensure constant oil availabil-
ity.
A scavenge tube brings the air/oil mixture back to a cavity in the tank cover. In-
stalled in the cavity, there is a tube with a swirler, which acts a static air/oil sepa-
rator to centrifuge the oil for air extraction.
The other end of the tube has a deflector to prevent disturbances near the suction
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port. The tube length and the deflector prevent oil from going to the vent port, dur-
ing excessive negative G flight conditions. 8:30 POSITION
An electrical transmitter provides the aircraft indicating system with the oil level
and a sight gauge, installed on the oil tank, can be used for visual level checks ELECTRONIC
ASSEMBLY
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during ground maintenance tasks.
The transmitter is an electrical resistance sensor that uses a floating magnet and
reed switches to indicate the oil quantity directly to the cockpit. An excitation signal
is received from the aircraft and as the floating magnet moves up or down with the
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oil level, the reed switches open or close resistance circuits. The resistance value
is proportional to the oil quantity.
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ELECTRICAL
CONNECTOR
PACKING
SR
PROBE

79-20-6
Figure 4: Oil Storage Operation

OIL
OIL IN SCAVENGE
CAVITY
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VENT
TO
VENTING AIR TGB
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TO TGB
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OIL
TANK
COVER
OIL IN
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TUBE
AIR/OIL
SEPARATOR SWIRLER
OIL OIL
SR
DEFLECTOR
LEGEND
OIL
OIL OUT
OIL IN TUBE AIR

79-20-7
Anti-Syphon
The anti-syphon device prevents oil from the oil tank being syphoned into the ac-
cessory gearbox, during engine shutdown.
Oil from the oil tank flows across the anti-syphon device, through its main orifice.
During engine operation, the downstream oil pressure from the supply pump en-
ters the anti-syphon device, through a restrictor.
During engine shutdown, sump air pressure is able to enter the anti-syphon device
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and inhibit the oil supply flow.
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79-20-8
Figure 5: Anti Syphon
°C
FWD REAR
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SUMP SUMP
FROM FORWARD SUMP
SUPPLY LINE
A
G TGB
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B
RESTRICTOR
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LUBE UNIT TO LUBRICATION
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UNIT
SR
LUBRICATION
FROM OIL TANK
UNIT SUPPLY
LINE
SUPPLY LINE
FROM OIL TANK

79-20-9
Lubrication Unit
The lubrication unit has two purposes:
• it pressurizes and filters the supply oil for lubrication of the engine bearings and
gears
• it pumps in scavenge oil to return it to the tank.
It is installed on the left hand side of the AGB front face.
Externally, the lubrication unit has:
cs
• a suction port (from the oil tank).
• four scavenge ports (aft & fwd sumps, TGB, AGB).
• four scavenge screen plugs.
• an oil out port (to master chip detector).
ni
• a main oil supply filter.
• a back-up filter.
• pads for the oil temperature sensor and the oil differential pressure switch.
ch
Internally, it has 5 pumps driven by the AGB, through a single shaft. One pump is
dedicated to the supply circuit and four pumps to the scavenge circuits.
Pump Design Principle
Te
The five pumps are positive displacement pumps, powered by a single shaft.
Their design consists of two rotor gears rotating in an eccentric ring.
The outer gear (driven gear) has one tooth more than the inner gear (driver gear).
The gears rotate in the same direction, but with different angular speeds.
The volume corresponding to the missing tooth is, therefore, displaced from the
inlet to the outlet.
SR
Since the two gears rotational axes are offset, the area between two teeth profiles
increases up to a maximum volume during half a turn.
During this first half cycle, the increased volume creates a vacuum and pumps in
the oil from the inlet orifice.
During the second half cycle, the volume decreases between the teeth, causing
the oil to be discharged through the outlet port.

79-20-10
Figure 6: Lubrication Unit
SCAVENGE SCREEN PLUGS
OIL TEMP. SENSOR

OIL FROM
AFT SUMP CLOGGING INDICATOR
cs
TRANSMITTER
OIL FROM TGB (ELECTRICAL)
OIL FROM MAIN FILTER
FWD SUMP
ni
OIL TO FWD SUMP
OIL FROM AGB
ch
OIL TO AGB-TGB
OIL TO AFT SUMP
SUCTION FROM
OIL TANK
TeO-RING
SR
OIL OUT PORT TO MASTER

CHIP DETECTOR
BACK-UP
FILTER

79-20-11
Scavenge Screen Plugs

The scavenge screen plugs have threaded inserts for the installation of magnetic
bars which serve as metal chip detectors during troubleshooting.
These magnetic bars enable maintenance staff to identify a particular scavenge
circuit that may have particles in suspension in the oil.
Note: The magnetic bars can only be used with the A/C on ground and must be
removed after troubleshooting.
cs
ni
ch
Te
SR

79-20-12
Figure 7: Scavenge Screen Plugs
LUBRICATION
UNIT
cs
FWD
ni
ch
Te
LUBRICATION
UNIT HOUSING
OPTIONAL
MAGNETIC BAR
SR
SCAVENGE SCREEN
PLUG
OPTIONAL
MAGNETIC BAR SCAVENGE SCREEN
PLUG

79-20-13
Master Chip Detector Figure 9: Master Chip Detector

The Master Chip Detector (MCD) collects magnetic particles suspended in the oil
that flows from the common outlet of the four scavenge pumps.
It is installed on the lubrication unit and is connected to an oil contamination pop- LUBRICATION
out indicator, through the DPM wiring harness. UNIT
Figure 8: Master Chip Detector
cs
+ A
3 1
- 2 2
1 UNSD 3
ni
UNSD 4
5 SCAVENGE
A OIL
ch
4007EN MASTER
1 MAGNETIC
2 CHIP
UNSD 3 DETECTOR
GASKET
Te
VISUAL INDICATOR 101PP(202PP) GASKET
BUS 1(BUS 2)
3 28VDC
4EN1(4EN2) STRAIGHT
24-68-01 CONNECTOR
ENGINE/ENG 1(2) (24-68-03)
OIL/CHIP/DET
121VU212
SR
MASTER CHIP
DETECTOR
HOSE TO
SERVO-FUEL
HEATER

79-20-14
The MCD collects magnetic particles in the oil circuit by means of two magnets on • a housing which has two flanges for attachment.
a probe immersed in the oil flow. • a check valve, built in the housing, that prevents oil spillage when the probe is
The probe is locked in position through a bayonet system. removed and also provides a passage for the oil flow, in case of chip detector
disengagement.
When a sufficient amount of particles are caught, the gap between the 2 magnets
is bridged and the resistance between them drops. This electrical signal is then • a hand removable probe, which has a back-up seal, an O-ring seal, and two
sent to the contamination pop-out indicator. magnets.
• a two-wire, shielded electrical cable and an interface connector.
The MCD assembly consists of:
Figure 10: Master Chip Detector Operation
cs
HOUSING
GAP
CHECK MAGNETS
ni
VALVE
O-RING
ch
BAYONET
ATTACHMENT LOCATING PIN
SLOT
Te
OIL OIL
MAGNETS
SR
SLEEVE INTERFACE
HOUSING CONNECTOR
ELECTRICAL CONNECTION
TO THE OIL PARTICLES
CONTAMINATION INDICATOR

79-20-15
Magnetic Contamination Indicator

The indicator works in conjunction with the MCD and its purpose is to provide
maintenance personnel with a visual indication of magnetic chip contamination in
the oil circuit.
The indicator is a pop-out device, located on the left hand side (ALF) of the down-
stream fan case, just above the oil tank.
It has 2 electrical connectors:
• One for the wiring harness connected to the MCD
cs
• One for the harness connecting the indicator to the EIU.
ni
ch
Te
SR

79-20-16
Figure 11: Oil Contamination Pop-Out Indicator
A/C 28 VDC
cs
A
ni
ch
DPM CABLE
VIEW A
ELECTRICAL
INTERFACE Te OIL TANK
SR
MASTER CHIP
DETECTOR (MCD)
LUBRICATION
UNIT

79-20-17
Figure 12: Oil Temperature Sensor / Oil Filter Differential Pressure Switch
OIL
TEMPERATURE
SENSOR
cs
HARNESS
CONNECTOR
ni
(TO EIU)
7:00 POSITION
ch
O RING
OIL FILTER
DIFFERENTIAL
Te
PRESSURE SWITCH
(CLOG INDICATION)
F
W
D
SR
LU
B RIC HARNESS
AT CONNECTOR
IO
NU
NIT
O RINGS

79-20-18
Figure 13: Oil Pressure Transmitter / Oil Low Pressure Switch
LOW OIL OIL PRESSURE

PRESSURE TRANSMITTER
SWITCH
cs
ELECTRICAL
ni
CONNECTION
TO A/C
9:30 POSITION
ch
(BRACKET)
F
W
D
Te
BRACKET
VENT HOSE ELECTRICAL

FROM OIL TANK CONNECTION
SR
TO A/C
SUPPLY PIPE
FROM LUBRICATION
UNIT AND TO
FWD SUMP

79-20-19
The fuel return valve is controlled by the ECU based on the engine oil temper- • In flight
ature value: The first level is selected when TEO is greater or equal to 90 deg.C (194 deg.F)
• On ground
The second level is selected when TEO is greater or equal to 95 deg.C (203
Only the first level is selected when engine oil temperature (TEO) is greater or deg.F)
equal to 90 deg.C (194 deg.F)
Figure 14: Engine Oil Temperature (TEO)
C B
cs
CONNECTOR
RECEPTACLE
ni
SENSOR
BODY
ch
ATTACHMENT NUT
(CAPTIVE)
LOCATING
KEY-WAY
C
Te 1
2
SR
5
4 3
IMMERSED
SECTION MAIN
GROOVE
5-PIN ELECTRICAL
RECEPTACLE

79-20-20
cs
ni
ch
Te
SR

79-EE-1
Figure 1: Oil Quantity
ENGINE
F. USED
KG 1560 VIB (N1)
SAME INPUTS 1530
0.8 0.9
OIL
AS DMC2 25
QT
25 VIB (N2)
15.5 15.5
0 0 1.2 1.3
OIL FILTER
DMC1 400 400 CLOG CLOG
PSI
175 180 F. FILTER
0 0
CLOG CLOG
°C
cs
75 75
SAME INPUTS NAC
°C
90 90
AS DMC2
TAT + 19°C G.W. 60300 KG
SAT + 18°C 23 H 56 C.G. 28.1%
DMC3
ni
LOWER ECAM DISPLAY
ch
SDAC2
Te
28VDC
202PP
1EN1
(1EN2)
SDAC1
SR
4002EN
XMTR OIL QTY
FWC1
EIU1 (EIU2) FWC2 DMC2

79-EE-2
Figure 2: Oil Temperature Indication
LOWER ECAM DISPLAY UNIT
ENGINE
F. USED
KG 1560 VIB (N1)
1530
0.8 0.9
cs
OIL
25 25 VIB (N2)
15.5 QT 15.5
0 0 1.2 1.3
OIL FILTER
400 400 CLOG CLOG

PSI
OILTEMP 175 180 F. FILTER
ECU 1(2) 0 0
SENSOR CLOG CLOG
°C
ni
75 75
NAC
°C
90 90
TAT + 19°C G.W. 60300 KG

SAT + 18°C 23 H 56 C.G. 28.1%
ch
DMC3
Te
FWC2 DMC1
SR
4004EN EIU1 (EIU2) FWC1 DMC2

LUBE OIL TEMP
SENSOR

79-EE-3
Figure 3: Oil Pressure Indication
ENGINE
F. USED
KG 1560 VIB (N1)
1530
0.8 0.9
OIL
25 25 VIB (N2)
15.5 QT 15.5
0 0 1.2 1.3
OIL FILTER
400 400 CLOG CLOG

PSI
175 180 F. FILTER
0 0
CLOG CLOG
cs
°C
75 75
SAME INPUTS NAC
°C
90 90
AS DMC2
TAT + 19°C G.W. 60300 KG
SAT + 18°C 23 H 56 C.G. 28.1%
DMC3
ni
LOWER ECAM DISPLAY
ch
SDAC2
Te
28VDC
202PP
2EN1
(2EN2)
SDAC1
4003EN
SR
XMTR OIL
PRESS
FWC1
EIU1 (EIU2) FWC2

DMC2

79-EE-4
Figure 4: Low Oil Pressure Switch Warning
SAME INPUTS
MASTER
AND OUTPUTS
5 10 5 10
WARN
AS DMC1 85.3
N1
% 85.4 CL 90.5%
DMC2
5 10 5 10 FOB: 18000 KG
EGT
490 °C 485
SAME INPUTS N2 FLAP

89.5 % 89.8
AND OUTPUTS 0 CRC
F.F
AS DMC1 2000 KG/H 2050
cs
DMC3 ENG 1(2) OIL LOW PRESS
THROTTLE 1(2) IDLE
101PP
28VDC
(202PP)
ni
LOGIC
OIL LOW
2EN1 PRESS AND
(2EN2) 4003EN GROUND
XMTR OIL
ch
PRESS
5A OFF
1 DOORS WARNING 4E ON
UNSD 2 A 52-73 SCH02 AA
STEERING 3
Te
32-51 SCH01 4 B
UNSD 5
TPIS 6 C
32-49 SCH01 7 ON
UNSD 8 2A 1A
D UNSD 19 4 3A
X
Z FWC1
SCH01
1803VD (1802VD) DIODE
MODULE 3KC (2KC)CTL SW
3EN1(2) RELAY-ENG1(2)
187VU127 (188VU128) ENG/MASTER 1(2)
OIL LOW PRESS
115VU210 EIU1 (EIU2)
SR
187VU127
(188VU128) 76-12
DMC1
DP < 13 PSID
4000EN
PRESS
SW LO FWC2

79-EE-5
Figure 5: Oil Differential Pressure Warning
MASTER
CAUT
SINGLE
CHIME
cs
5 10 5 10
N1
ni
85.3 % 85.4 CL 90.5%
5 10 5 10 FOB: 18000 KG
EGT
490 °C 485
N2 FLAP
ch
89.5 % 89.8
SDAC2 0
F.F
2000 KG/H 2050
ENG 1(2) OIL FILTER CLOG

THROTTLE 1(2) BELOW WARNING
$P>14.5PSI
Te
FWC1 DMC1 UPPER ECAM DISPLAY UNIT
FWC2 DMC2
DMC3
ENGINE
4001EN F. USED
SR
KG VIB (N1)
OIL FILTER 1530 1560
0.8 0.9
DIFF. PRESS 25
OIL
25 VIB (N2)
QT
15.5 15.5 1.2 1.3
0 0
OIL FILTER
400 400 CLOG CLOG
PSI
175 180 F. FILTER
0 0
CLOG CLOG
°C
75 75
NAC
°C
90 90
SDAC1 DMC2 TAT + 19°C

SAT + 18°C 23 H 56
G.W. 60300 KG
C.G. 28.1%
DMC1
DMC3 LOWER ECAM DISPLAY UNIT

79-EE-6
Training Manual Study Questions
A318/A319/A320/A321 CFM56-5B
71-79-Study Questions
71 Power Plant 4. How many hold open rods are used to hold the Reverser Cowl Door in the open
position?
71-00 General
1. The Cowling Assembly for the CFM56 consists of following parts:
cs
ni
71-10 Cowling/Mounts/Connections
2. Which Access Panels for quick maintenance do you know? 5. To which frame is the forward Mount attached and linked?
ch
Te
3. If you want to open the Thrust Reverser Doors, what do you have to do first? 6. On which side of the Pylon is the Hydraulic Junction Box located?
SR
7. Where are the engine Electrical Connector Panels located?
Aug09/Technical Training For training purposes only

Study Questions 71-79-1
A318/A319/A320/A321 CFM56-5B
71-70 Power Plant Drains 72 Engine

8. Where are the Pylon Drain Outlets located?
72-00 General
11.Which are the names of the four primary modules on the CFM56?
cs
9. Out of which main parts does the Engine Drain System consist of?
12.How much is the Thrust in percentage produced by the secondary airflow?
ni
ch
10.Is it possible to lokalise a leakage with the Engine Drain System?
13.How many Bearings in total are used in the rotor system?
Te 14.Which Bearing Numbers are the Thrust Bearings?

SR

A318/A319/A320/A321 CFM56-5B
15.Where is the Accessory Gearbox located? 19.Out of how many stages does the HP Turbine and LP Turbine consist of?
16.Which Accessories are mounted to the front face of the Accessory Gearbox?
cs
ni
17.Where is a hand cranking drive located?
ch
18.Where is the station 49.5 located on the CFM56?
Te
SR

A318/A319/A320/A321 CFM56-5B
73 Engine Fuel and Control 73-10 Distribution

24.Is it allowed to change a solenoid or a torque motor on the hydro mechanical
73-00 General unit?
20.Please note the main units of the engine uel system.
cs
25.Which Unit controls the burner staging valve?
21.What’s the purpose of the fuel return valve?
ni
ch
26.Where is the Fuel, coming from the IDG Fuel/Oil heat exchanger, flowing to?
22.Which systems are hydraulically actuated through torque motors and servo
valves, built into the hydro mechanical unit?
Te 73-20 Controlling
SR
23.Which Parameter is used by the ecu to open the fuel return valve? 27.The Hydro Mechanical Unit gets the control signals from the ECU. Which other
Systems/Units on the Engine are also controlled by the ECU?

A318/A319/A320/A321 CFM56-5B
28.From where is the ECU electrically powered, when: 74 Ignition

N2 is < 15% RPM?
74-00 General
32.Which incidents cause the ECU in AUTO START Mode to abort the start se-
quence?
N2 is > 15% RPM?
cs
29.Where is the T25/P25 Sensor mounted? 33.Please note the sequence what happens on a engine auto start.
ni
ch
73-25 CFDS
30.You want to get access to the SYSTEM REPORT/TEST Menue of the FADEC. 34.The engines are running. What happens when you select IGN/START?
Te
What must be switched ON first?
SR
35.What has to be selected for an engine dry cranking?
31.Which active Tests are available, with the CFDS on the ENGINE MAIN MEN-
UE?

A318/A319/A320/A321 CFM56-5B
36.What’s the maximum duration for a dry crank? Do we get a warning if we ex- 40.If you have to operate a starter valve manually, which safety precautions have
ceed this limit? to be observed?
cs
41.If you have to do an Ignition Test, which menu page have you to select in the
74-20 Distribution CFDS?
37.Where are the Ignition Boxes located?
ni
ch
38.Where is the igniter from system “A” located?
Te
39.At which Energy and Discharge Rate do the Ignition Boxes work?
SR

A318/A319/A320/A321 CFM56-5B
75 Engine Air System 75-30 Compressor Control

46.Which Systems belong to the Compressor Control System?
75-00 General
42.. Which different systems belong to the engine air system?
cs
47.What type of actuating system is used to move the compressor Bleed Valves?
75-20 Cooling
43.Which way are the Engine Clearance Control Valves (RAC/SB,HPTACC and
ni
LPTACC) controlled and actuated?
ch
48.Which Vanes of the High Pressure Compressor are variable?
Te
44.What is the purpose of the Transient Bleed Valve (TBV) ?
49.According which parameters are the Variable Vanes controlled by the ECU?
SR
45.Which parameters are used by the ECU to control the Transient Bleed Valve
(TBV) ?

A318/A319/A320/A321 CFM56-5B
76 Engine Controls At engine shutoff sequence:
76-00 General
50.Do the thrust levers move, when autothrust function is selected?
54.Is it allowed to change a deffective HP Shutoff Valve Solenoid on the HMU?
cs
51.Which thrust lever limit positions do you know?
ni
55.From where is the Low Pressure Valve operation controlled?
ch
52.Which device transmits the thrust lever position to the engine ECU?
53.Which way is the high pressure shutoff valve controlled?

Te 76-10 Power Control
56.To control the engine Thrust, which Engine Parameter is controlled and moni-
tored by the FADEC system?
SR
During the start sequence:

A318/A319/A320/A321 CFM56-5B
57.We are in Autothrust Mode. Which Computer, computes the rquired thrust and 77 Engine Indication
determines the N1 target which is sent to the Engine Control Unit (ECU)?
77-00 General
59.Which indications are displayed on the upper ECAM display?
cs
58.We are in Manual Thrust Mode. According which Signals is the N1 Command
computed by the Engine Control Unit (ECU)?
60.Which engine primary parameter is used as the thrust setting parameter?
ni
ch
61.What’s the difference on the lower ECAM display between start configuration
and after start configuration?
Te
SR
62.Which engine secondary parameters are displayed on the cruise page?

A318/A319/A320/A321 CFM56-5B
63.When does the “FUEL FILTER CLOG” warning appear? 67.What will be testet at an In operation test of the EVMU?
cs
77-30 Analyzers 77-35 CFDS
64.Which unit processes the N1- and N2 vibration spectrums? 68.On the MCDU, you are on the ENG SYSTEM REPORT/TEST Menue screen.
With the Line Select Key you chose EVMU. Which selections are possible on
the second Menue Page of the EVMU?
ni
ch
65.Which parameters are used by the EVMU to process the vibration levels?
Te
66.When is the power up test of the EVMU iniciated and what will be tested?
SR

A318/A319/A320/A321 CFM56-5B
78 Exhaust 73.Which indications do we have for the operation sequences and were are they
displayed?
78-00 General
69.With which lever in the cockpit is the thrust reverse system controlled?
cs
74.How can we test and operate a thrust reverser unit without running the engine
and which unit simulates a N2 signal?
70.From where is the hydraulic pressure supplied, used for the actuation of the
thrust reverse system?
ni
ch
78-31 Control and Indicating
75.Which items are contained in the reverser hydraulic control unit (HCU)?
78-30 Thrust Reverser
Te
71.Which Conditions must we have, that reverser operation is possible?
SR
76.What happens with the thrust reverser, when during the deploy sequence and
a latch remains in the locked position?
72.Which unit provides the sequence and functions of unlocking, deploying, stow-
ing and locking of the pivoting door latches and actuators?

A318/A319/A320/A321 CFM56-5B
77.At which pivoting door position do we get the green “REV” indication in the 79 Engine Oil System
cockpit?
79-00 General
80.Do we have a pressure regulating valve in the engine oil system?
cs
78.Do we have hydraulic pressure on the pivoting door actuators when we are in
the deployed position?
81.We have an “Oil Filter Clogging” condition and the filter bypass valve is open.
Is the oil flowing to the oil nozzles still filtered or unfiltered?
ni
ch
78-32 Thrust Reverser Structure
79.How can we manually open a Pivoting Door?
79-20 Distribution
Te
82.How long have we to wait after engine shutdown, before we should check the
engine oil level?
SR

A318/A319/A320/A321 CFM56-5B
83.The oil temperature sensor which is mounted to the main oil filter housing is
used for temperatur indication in the cockpit. What’s the purpose for the sec-
ond oil temperature sensor in the oil system?
cs
79-EE Electrical Circuit
84.Which Oil System Indications do we have on the Engine System Display (lower
ECAM Display)?
ni
ch
85.On the upper ECAM display we get an “ENG OIL FILTER CLOG” warning.
Te
What’s the Procedure the Pilots have to do?
SR

A318/A319/A320/A321 CFM56-5B
cs
ni
ch
Te
SR


CFM56 5B L3 Aug09 X

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Training Manual Table of Contents

A318/A319/A320/A321 EASA Part 66 Level III

71 Power Plant - CFM56-5B Safety Precautions During Engine Ground Operations . . . . . . . . . . . . . . . . 8

71-00 General 72 Engine - CFM56-5B

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

Main Oil Fuel Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 ECU Channel A Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Aug09/Technical Training for training purposes only

Pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Ignition Boxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Aug09/Technical Training for training purposes only

LPTACC Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Flight Management and Guidance Computer . . . . . . . . . . . . . . . . . . . . . . . . 1

Aug09/Technical Training for training purposes only

78-00 General 78-35 CFDS

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

71 Power Plant - CFM56-5B

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

Figure 1: CFM International Organisation

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

Figure 2: Engine Characteristics - Pylon

Aug09/Technical Training for training purposes only

Engine Characteristics Figure 4: Engine Size/Weight

The CFM 56-5B is a turbofan engine produced by CFM international.

Aug09/Technical Training for training purposes only

Nacelle The cowling assembly consists of:

Aug09/Technical Training for training purposes only

Figure 6: Nacelle Left Side Figure 7: Nacelle Right Side

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

Power Plant Installation

Installation of the Air Intake Cowl

Aug09/Technical Training for training purposes only

Figure 1: Inlet Cowl

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

Figure 2: Fan Cowl Doors

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

Figure 3: Thrust Reverser Cowl Doors

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

Figure 4: Thrust Reverser Door Latches

Aug09/Technical Training for training purposes only

Figure 5: Hold Open Rod Installation

LOWER BRACKET QUICK RELEASE

Aug09/Technical Training for training purposes only

Figure 6: Hold Open Rod Installation

REVERSER HALF DOOR

Aug09/Technical Training for training purposes only

Centerbody Primary Nozzle

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

BARREL NUT MUST BE 145

Aug09/Technical Training for training purposes only

Fluid Disconnect Panel Fluid connection lines:

HYD CASE DRAIN

Aug09/Technical Training for training purposes only

NO. 1 BEARING VIB SENSOR 448VC-A

TLA EXCITATION FADEC RESET CHNL A 406VC-A

Aug09/Technical Training for training purposes only