Ctc-211 Engine Systems

TRAINING MANUAL
CFM56-5B
ENGINE SYSTEMS
DEC 2000
CTC-211 Level 3
CFM56-5B
EF G
TRAINING MANUAL
ENGINE SYSTEMS
Published by CFMI
CFMI Customer Training Center
Snecma Services - Snecma Group
Direction de lAprs-Vente Civile
MELUN-MONTEREAU
Arodrome de Villaroche B.P. 1936
77019 - MELUN-MONTEREAU Cedex
FRANCE
EFFECTIVITY
ALL CFM56-5B ENGINES FOR A319-A320-A321
CFMI PROPRIETARY INFORMATION
CFMI Customer Training Services

GE Aircraft Engines
Customer Technical Education Center
123 Merchant Street
Mail Drop Y2
Cincinnati, Ohio 45246
USA
GENERAL
Page 1
Dec 00
CFM56-5B
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TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
EFFECTIVITY
GENERAL
Page 2
Dec 00
CFM56-5B
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TRAINING MANUAL
This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no
update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult
pertinent maintenance publications.
The information (including technical data) contained in this document is the property of CFM International (GE and
SNECMA). It is disclosed in confidence, and the technical data therein is exported under a U.S. Government license.
Therefore, none of the information may be disclosed to other than the recipient.
In addition, the technical data therein and the direct product of that data, may not be diverted, transferred, re-exported or
disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government and
CFM International.
COPYRIGHT 1998 CFM INTERNATIONAL
EFFECTIVITY
GENERAL
Page 3
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
EFFECTIVITY
GENERAL
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
TABLE OF CONTENTS
EFFECTIVITY
CONTENTS
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
Chapter
Section
TRAINING MANUAL
Page
Table of contents
1 to 4
Lexis
1 to 8
Intro
1 to 12
ECU
73-21-60 Electronic control unit
1 to 20
Sensors
1 to 32
Harnesses
73-21-50 Engine wiring harnesses
1 to 6
Starting & ignition

80-00-00 Starting system
80-11-20 Starter air valve
80-11-10 Pneumatic starter
74-00-00 Ignition
1 to 12
1 to 6
1 to 6
1 to 12
Power management & fuel control
1 to 10
EFFECTIVITY
CONTENTS
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
Chapter
Section
Page
Fuel distribution
Fuel pump
Main oil / fuel heat exchanger
Servo fuel heater
Hydromechanical unit
Fuel flow transmitter
Fuel nozzle filter
Burner staging valve
Fuel nozzle
IDG oil cooler
Fuel return valve
1 to 6
1 to 14
1 to 6
1 to 4
1 to 10
1 to 4
1 to 4
1 to 6
1 to 10
1 to 6
1 to 10
TRAINING MANUAL
Fuel
73-11-00
73-11-10
79-21-20
73-11-20
73-21-18
73-30-11
73-11-45
73-11-70
73-11-40
73-11-64
73-11-50
Geometry control
75-30-00 Variable geometry control system
75-31-00 Variable bleed valve
75-32-00 Variable stator vane
1 to 4
1 to 16
1 to 6
Clearance control
75-26-00 Transient bleed valve
75-21-00 High pressure turbine clearance control
75-22-00 Low pressure turbine clearance control
1 to 4
1 to 6
1 to 6
EFFECTIVITY
CONTENTS
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
Chapter
Section
Page
Oil general
Oil tank
Anti-siphon
Lubrication unit
Master chip detector
Magnetic contamination indicator
Oil indicating components
Oil quantity transmitter
Oil temperature sensor
Oil pressure transmitter and oil low
pressure switch
1 to 8
1 to 4
1 to 4
1 to 10
1 to 4
1 to 4
1 to 4
1 to 4
1 to 4
TRAINING MANUAL
Oil
79-00-00
79-11-00
79-20-00
79-21-10
79-21-50
79-21-60
79-30-00
79-31-00
79-32-00
79-33-00
1 to 4
Powerplant Drains
71-70-00 Powerplant Drains
1 to 8
Thrust reverser
78-30-00 Thrust reverser
1 to 6
Indicating
77-00-00 Indicating system
1 to 24
77-00-00 Centralized Fault and Display System (CFDS) 1 to 6
Vibration sensing
77-31-00 Vibration sensing
77-31-00 Aircraft Integrated Data System (AIDS)
EFFECTIVITY
1 to 12
1 to 4
CONTENTS
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ABBREVIATIONS & ACRONYMS
EFFECTIVITY
TOC
LEXIS
Page 1
Dec 00
CFM56-5B
EFG
A
A/C
AC
ACARS
ATA
ATHR
ATO
AIRCRAFT
ALTERNATING CURRENT
AIRCRAFT COMMUNICATION
ADDRESSING & REPORTING SYSTEM
AIRCRAFT CONDITION MONITORING
SYSTEM
AIRCRAFT CONTROL SYSTEM
AIR DATA COMPUTER
AIRLINE DATA ENGINE PERFORMANCE
TREND
AIR DATA AND INERTIAL REFERENCE
UNIT
ACCESSORY GEARBOX
AIRCRAFT INTEGRATED DATA SYSTEM
AFT LOOKING FORWARD
ALTITUDE
AMBIENT
AIRCRAFT MAINTENANCE MANUAL
AIRCRAFT ON GROUND
AUXILIARY POWER UNIT
AERONAUTICAL RADIO, INC.
(SPECIFICATION)
AIR TRANSPORT ASSOCIATION
AUTO THRUST
ABORTED TAKE-OFF
B
BITE
BMC
BUILT-IN TEST EQUIPMENT

BLEED MONITORING COMPUTER
ACMS
ACS
ADC
ADEPT
ADIRU
AGB
AIDS
ALF
ALT
AMB
AMM
AOG
APU
ARINC
EFFECTIVITY
TOC
BSI
BSV
BVCS
TRAINING MANUAL
BORESCOPE INSPECTION
BURNER STAGING VALVE
BLEED VALVE CONTROL SOLENOID
C
CBP
CCDL
CCFG
(HP) COMPRESSOR BLEED PRESSURE

CROSS CHANNEL DATA LINK
COMPACT CONSTANT FREQUENCY
GENERATOR
CCU
COMPUTER CONTROL UNIT
CCW
COUNTER CLOCKWISE
CDP
(HP) COMPRESSOR DISCHARGE
PRESSURE
CFDIU
CENTRALIZED FAULT DISPLAY
INTERFACE UNIT
CFDS
CENTRALIZED FAULT DISPLAY SYSTEM
CFMI
JOINT GE/SNECMA COMPANY (CFM
INTERNATIONAL)
Ch A
channel A
Ch B
channel B
CMC
CENTRALIZED MAINTENANCE
COMPUTER
CMM
COMPONENT MAINTENANCE MANUAL
CG
CENTER OF GRAVITY
cm.g
CENTIMETER x GRAMS
CHATV CHANNEL ACTIVE
CFDIU
CENTRALIZED FAULT DISPLAY
INTERFACE UNIT
CFDS
CENTRALIZED FAULT & DISPLAY SYSTEM
CIP(HP) COMPRESSOR INLET PRESSURE
LEXIS
Page 2
Dec 00
EFG
CFM56-5B
CIT(HP)
CODEP
CPU
CRT
CSD
CSI
CSN
Cu.Ni.In
CW
COMPRESSOR INLET TEMPERATURE

HIGH TEMPERATURE COATING
CENTRAL PROCESSING UNIT
CATHODE RAY TUBE
CONSTANT SPEED DRIVE
CYCLES SINCE INSTALLATION
CYCLES SINCE NEW
COPPER.NICKEL.INDIUM
CLOCKWISE
D
DAC
DC
DCU
DISC
DIU
DMC
DMU
DPU
DRT
DOUBLE ANNULAR COMBUSTOR

DIRECT CURRENT
DATA CONVERSION UNIT
DISCRETE
DIGITAL INTERFACE UNIT
DISPLAY MONITORING COMPUTER
DATA MANAGEMENT UNIT
DIGITAL PROCESSING MODULE
DE-RATED TAKE-OFF
E
EBU
ECAM
ECS
ECU
ENGINE BUILDUP UNIT

ELECTRONIC CENTRALIZED AIRCRAFT
MONITORING
ENVIRONMENTAL CONTROL SYSTEM
ELECTRONIC CONTROL UNIT
EFFECTIVITY
TOC
EFH
EFIS
EGT
EICAS
EIS
EIU
EMF
EMI
EMU
EPROM
ESN
EVMU
EWD
F
FAA
FADEC
FAR
FDRS
FEIM
FFCCV
TRAINING MANUAL
ENGINE FLIGHT HOURS
ELECTRONIC FLIGHT INSTRUMENT
SYSTEM
EXHAUST GAS TEMPERATURE
ENGINE INDICATING AND CREW
ALERTING SYSTEM
ELECTRONIC INSTRUMENT SYSTEM
ENGINE INTERFACE UNIT
ELECTROMOTIVE FORCE
ELECTRO MAGNETIC INTERFERENCE
ENGINE MAINTENANCE UNIT
ERASABLE PROGRAMMABLE
READ-ONLY MEMORY
ENGINE SERIAL NUMBER
ENGINE VIBRATION MONITORING UNIT
ENGINE WARNING DISPLAY
FEDERAL AVIATION AGENCY

FULL AUTHORITY DIGITAL ENGINE
CONTROL
FUEL/AIR RATIO
FLIGHT DATA RECORDING SYSTEM
FIELD ENGINEERING INVESTIGATION
MEMO
FAN FRAME/COMPRESSOR CASE
VERTICAL (VIBRATION SENSOR)
LEXIS
Page 3
Dec 00
EFG
FI
FLA
FLX TO
FMGC
CFM56-5B
FMS
FMV
FOD
FPA
FPI
FRV
FWC
FWD
FLIGHT IDLE (F/I)

FORWARD LOOKING AFT
FLEXIBLE TAKE-OFF
FLIGHT MANAGEMENT AND GUIDANCE
COMPUTER
FLIGHT MANAGEMENT SYSTEM
FUEL METERING VALVE
FOREIGN OBJECT DAMAGE
FRONT PANEL ASSEMBLY
FLUORESCENT PENETRANT INSPECTION
FUEL RETURN VALVE
FLIGHT WARNING COMPUTER
FORWARD
G
GE
GEM
GI
g.in
GMT
GSE
GENERAL ELECTRIC
GROUND-BASED ENGINE MONITORING
GROUND IDLE (G/I)
GRAM x INCHES
GREENWICH MEAN TIME
GROUND SUPPORT EQUIPMENT
H
HCF
HCU
HDS
HMU
HP
HPC
HPCR
HIGH CYCLE FATIGUE

HYDRAULIC CONTROL UNIT
HORIZONTAL DRIVE SHAFT
HYDROMECHANICAL UNIT
HIGH PRESSURE
HIGH PRESSURE COMPRESSOR
HIGH PRESSURE COMPRESSOR ROTOR
EFFECTIVITY
TOC
TRAINING MANUAL
HPSOV
HPT
HPTC
HPTCC
HIGH PRESSURE SHUTOFF VALVE

HIGH PRESSURE TURBINE
HIGH PRESSURE TURBINE CLEARANCE
HIGH PRESSURE TURBINE CLEARANCE
CONTROL
HPTCCV HIGH PRESSURE TURBINE CLEARANCE
CONTROL VALVE
HPTR
HIGH PRESSURE TURBINE ROTOR
Hz
HERTZ (CYCLES PER SECOND)
I
IDG
ID PLUG
IFSD
IGB
IGN
IGV
in.
I/O
IOM
IR
INTEGRATED DRIVE GENERATOR

IDENTIFICATION PLUG
IN FLIGHT SHUT DOWN
INLET GEARBOX
IGNITION
INLET GUIDE VANE
INCH
INPUT/OUTPUT
INPUT OUTPUT MODULE
INFRA RED
K
K
X 1000
L
lbs.
LCF
LE (L/E)
L/H
POUNDS, WEIGHT
LOW CYCLE FATIGUE
LEADING EDGE
LEFT HAND
LEXIS
Page 4
Dec 00
EFG
LP
LPC
LPT
LPTC
LPTCC
LPTR
LRU
LVDT
M
MO
MCD
MCL
MCDU
MCL
MCT
MDDU
mm.
MMEL
MTBF
MTBR
N
N1 (NL)
CFM56-5B
LOW PRESSURE
LOW PRESSURE COMPRESSOR
LOW PRESSURE TURBINE
LOW PRESSURE TURBINE CLEARANCE
LOW PRESSURE TURBINE CLEARANCE
CONTROL
LOW PRESSURE TURBINE ROTOR
LINE REPLACEABLE UNIT
LINEAR VARIABLE DIFFERENTIAL
TRANSFORMER
AIRCRAFT SPEED MACH NUMBER

MASTER CHIP DETECTOR
MAXIMUM CLIMB
MULTIPURPOSE CONTROL AND
DISPLAY UNIT
MAXIMUM CLIMB
MAXIMUM CONTINUOUS THRUST
MULTIPURPOSE DISK DRIVE UNIT
MILLIMETERS
MAIN MINIMUM EQUIPMENT LIST
MEAN TIME BETWEEN FAILURES
MEAN TIME BETWEEN REMOVALS
LOW PRESSURE ROTOR

ROTATIONAL SPEED
EFFECTIVITY
TOC
N1ACT
N1DMD
N1CMD
N2 (NH)
N2ACT
NVM
O
OAT
OGV
OSG
P
P0
P25
PCU
PLA
PMC
PMUX
PS12
PS13
PS3HP
psi
psia
psid
psig
TRAINING MANUAL
ACTUAL N1
DEMANDED N1
COMMANDED N1
HP ROTOR ROTATIONAL SPEED
ACTUAL N2
NON VOLATILE MEMORY
OUTSIDE AIR TEMPERATURE
OUTLET GUIDE VANE
OVERSPEED GOVERNOR
AMBIENT STATIC PRESSURE

HPC INLET TOTAL AIR TEMPERATURE
PRESSURE CONVERTER UNIT
POWER LEVER ANGLE
POWER MANAGEMENT CONTROL
PROPULSION MULTIPLEXER
FAN INLET STATIC AIR PRESSURE
FAN OUTLET STATIC AIR PRESSURE
COMPRESSOR DISCHARGE STATIC AIR
PRESSURE
POUNDS PER SQUARE INCH
POUNDS PER SQUARE INCH ABSOLUTE
POUNDS PER SQUARE INCH
DIFFERENTIAL
POUNDS PER SQUARE INCH GAUGE
LEXIS
Page 5
Dec 00
EFG
PSM
PSS
PSU
PT
PT2
Q
QAD
QTY
R
RAM
RDS
R/H
RPM
RTD
RTV
RVDT
S
SAC
SAV
SB
SCU
SD
SDAC
SDI
CFM56-5B
POWER SUPPLY MODULE
(ECU) PRESSURE SUB-SYSTEM
POWER SUPPLY UNIT
TOTAL PRESSURE
FAN INLET TOTAL AIR PRESSURE
(PRIMARY FLOW)
QUICK ATTACH DETACH
QUANTITY
RANDOM ACCESS MEMORY

RADIAL DRIVE SHAFT
RIGHT HAND
REVOLUTIONS PER MINUTE
RESISTIVE THERMAL DEVICE
ROOM TEMPERATURE VULCANIZING
(MATERIAL)
ROTARY VARIABLE DIFFERENTIAL
TRANSFORMER
SINGLE ANNULAR COMBUSTOR
STARTER AIR VALVE
SERVICE BULLETIN
SIGNAL CONDITIONING UNIT
SYSTEM DISPLAY
SYSTEM DATA ACQUISITION
CONCENTRATOR
SOURCE/DESTINATION IDENTIFIER
(BITS) (CF ARINC SPEC)
EFFECTIVITY
TOC
TRAINING MANUAL
SDU
SER
SFC
SG
SLS
SOLENOID DRIVER UNIT

SERVICE EVALUATION REQUEST
SPECIFIC FUEL CONSUMPTION
SPECIFIC GRAVITY
SEA LEVEL STANDARD
(CONDITIONS : 29.92 in. Hg/59 F)
SMM
STATUS MATRIX
SMP
SOFTWARE MANAGEMENT PLAN
S/N
SERIAL NUMBER
SNECMA SOCIETE NATIONALE DETUDE ET
DE CONSTRUCTION DE MOTEURS
DAVIATION
SOAP
SPECTROMETRIC OIL ANALYSIS
PROGRAM
SOL
SOLENOID
SOV
SHUT-OFF VALVE
S/R
SERVICE REQUEST
S/V
SHOP VISIT
SVR
SHOP VISIT RATE
SW
SOFTWARE
T
T12
T25
T3
T49.5
T5
FAN INLET TOTAL AIR

TEMPERATURE
HPC INLET AIR TEMPERATURE
HP COMPRESSOR DISCHARGE AIR
TEMPERATURE
LPT DISCHARGE TOTAL AIR
TEMPERATURE
LEXIS
Page 6
Dec 00
EFG
TAT
TBD
TBV
T/E
T/C
TC (T Case)
TCC
TCJ
TECU
TEO
TGB
Ti
TLA
TM
TMC
TO/GA
T/O
T oil
TPU
T/R
TRA
TRDV
TRF
TRPV
CFM56-5B
TOTAL AIR TEMPERATURE
TO BE DETERMINED
TRANSIENT BLEED VALVE
TRAILING EDGE
THERMOCOUPLE
HPT CASE TEMPERATURE
TURBINE CLEARANCE CONTROL
TEMPERATURE COLD JUNCTION
INTERNAL TEMPERATURE
ENGINE OIL TEMPERATURE
TRANSFER GEARBOX
TITANIUM
THRUST LEVER ANGLE
TORQUE MOTOR
TORQUE MOTOR CURRENT
TAKE OFF/GO AROUND
TAKE OFF
OIL TEMPERATURE
TRANSIENT PROTECTION UNIT
THRUST REVERSER
THROTTLE RESOLVER ANGLE
THRUST REVERSER DIRECTIONAL
VALVE
TURBINE REAR FRAME
THRUST REVERSER PRESSURIZING
VALVE
EFFECTIVITY
TOC
TRAINING MANUAL
TRSOV
TSI
TSN
TTL
THRUST REVERSER SHUTOFF VALVE

TIME SINCE INSTALLATION (HOURS)
TIME SINCE NEW (HOURS)
TRANSISTOR TRANSISTOR LOGIC
U
UER
UNSCHEDULED ENGINE REMOVAL
V
VAC
VBV
VDC
VDT
VRT
VSV
VOLTAGE, ALTERNATING CURRENT

VARIABLE BLEED VALVE
VOLTAGE, DIRECT CURRENT
VARIABLE DIFFERENTIAL TRANSFORMER
VARIABLE RESISTANCE TRANSDUCER
VARIABLE STATOR VANE
W
WDM
WFM
WOW
WATCHDOG MONITOR
WEIGHT OF FUEL METERED
WEIGHT ON WHEEL
LEXIS
Page 7
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ENGLISH/METRIC CONVERSIONS
METRIC/ENGLISH CONVERSIONS
1 mile= 1.609 km
1 km = 0.621 mile
1 lb = 0.454 kg
1 kg =2.205 lbs
1 ft = 0.3048 m or 30.48 cm
1 m = 3.281 ft. or 39.37 in.
1 psi = 6.890 kPa or 6.89 x 10-2 bar

1 Pa = 1.45 x 10-4 psi
1 kPa = 0.145 psi or 0.01 bar
1 bar = 14.5 psi
1 in. = 0.0254 m or 2.54 cm

1 cm = 0.3937 in.
1 mil. = 25.4 10-6 m or 25.4mm
1 mm = 39.37 mils.
F = 1.8 x C + 32
C = ( F - 32 ) /1.8
1 in.2 = 6.45 cm
1 m = 10.76 sq. ft.
1 cm = 0.155 sq.in.
1 USG = 3.785 l ( dm )
1 in.3 = 16.39 cm
1 m = 35.31 cu. ft.
1 dm = 0.264 US gallon
1 cm = 0.061 cu.in.
EFFECTIVITY
TOC
LEXIS
Page 8
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FADEC SYSTEM INTRODUCTION
EFFECTIVITY
TOC
INTRO
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FADEC purpose.
The CFM56-5B operates through a system known as
FADEC (Full Authority Digital Engine Control).
It takes complete control of engine systems in response to
command inputs from the aircraft. It also provides
information to the aircraft for flight deck indications,
engine condition monitoring, maintenance reporting and
troubleshooting.
- It performs fuel control and provides limit protections
for N1 and N2.
- It controls the engine start sequence and prevents
the engine from exceeding starting EGT limits
(aircraft on ground).
- It manages the thrust according to 2 modes: manual
and autothrust.
- It provides optimal engine operation by controlling
compressor airflow and turbine clearances.
- It completly supervises the thrust reverser operation.
- Finally, it controls IDG cooling fuel recirculation to
the aircraft tank.
EFFECTIVITY
TOC
INTRO
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
POWER MANAGEMENT
CONTROL
TRAINING MANUAL
ACTIVE CLEARANCE
CONTROL
FADEC
STARTING / SHUTDOWN /
IGNITION CONTROL
FUEL CONTROL
VARIABLE GEOMETRY
CONTROL
OIL TEMPERATURE
CONTROL
FADEC PURPOSE
CTC-211-001-00
EFFECTIVITY
TOC
THRUST REVERSER
CONTROL
INTRO
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FADEC components.
The FADEC system consists of :
-an Engine Control Unit (ECU) containing two
identical computers, designated channel A and
channel B. The ECU electronically performs
engine control calculations and monitors the
engines condition.
-a Hydro-Mechanical Unit (HMU), which converts
electrical signals from the ECU into hydraulic
pressures to drive the engines valves and
actuators.
-peripheral components such as valves, actuators and
sensors used for control and monitoring.
EFFECTIVITY
TOC
INTRO
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
CONTROL SIGNALS
T3
T49.5 TCASE TEO
PO
Ps12
Ps3
N1
N2
T25
28V
ANALOG
DISCRETE
SIGNALS
115V
400Hz
T12
FEEDBACK SIGNALS
ARINC
DATA
BUSES
IGNITION
ECU
VBV VSV TBV

ALTERNATOR
BSV HPT LPT

CCV CCV
FRV
FUEL HYDROMECHANICAL
UNIT
FUEL
FLOW
REVERSER
SOLENOIDS
+ SWITCHES
Ps13
P25
T5
STARTER AIR VALVE

STARTER
FADEC COMPONENTS
CTC-211-002-01
EFFECTIVITY
TOC
INTRO
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FADEC interfaces.
To perform all its tasks, the FADEC system uses the ECU
to communicate with the aircraft computers.
The ECU receives operational commands from the
Engine Interface Unit (EIU), which is an interface between
the ECU and aircraft systems.
Both channels of the ECU receive air data parameters
(altitude, total air temperature, total pressure and mach
number) for thrust calculations, from 2 Air Data and
Inertial Reference Units (ADIRU).
The ECU also receives the Thrust Lever Angle (TLA),
and interfaces with other aircraft systems, either directly,
or through the EIU.
EFFECTIVITY
TOC
INTRO
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
AIRCRAFT
ECU ENGINE 1
ECU ENGINE 2
CHANNEL
B
CHANNEL
B
ECU ENGINE 1
EIU2
ECU ENGINE 2
FADEC INTERFACES
CTC-211-003-01
EFFECTIVITY
TOC
CHANNEL
A
CHANNEL
B
EIU1
CHANNEL
A
ADIRU 2
CHANNEL
A
CHANNEL
B
CHANNEL
A
ADIRU 1
AIRCRAFT
INTRO
ENGINE SYSTEMS
Page 7
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FADEC design.
The FADEC system is a Built In Test Equipment (BITE)
system. This means it is able to detect its own internal
faults and also external faults.
The system is fully redundant and built around the twochannel ECU.
All control inputs are dual, and the valves and actuators
are fitted with dual sensors to provide the ECU with
feedback signals.
Some indicating parameters are shared, and all
monitoring parameters are single.
CCDL:
To enhance system reliability, all inputs to one channel
are made available to the other, through a Cross Channel
Data Link (CCDL). This allows both channels to remain
operational even if important inputs to one of them fail.
Active / Stand-by:
The two channels, A and B, are identical and
permanently operational, but they operate independently
from each other. Both channels always receive inputs and
process them, but only the channel in control, called the
Active channel, delivers output commands. The other is
called the Stand-by channel.
EFFECTIVITY
TOC
Channel selection and fault strategy:

Active and Stand-by channel selection is performed at
ECU power-up and during operation.
The BITE system detects and isolates failures, or
combinations of failures, in order to determine the health
status of the channels and to transmit maintenance data
to the aircraft.
Active and Stand-by selection is based upon the health of
the channels and each channel determines its own health
status. The healthiest is selected as the Active channel.
When both channels have an equal health status,
Active / Stand-by channel selection alternates with every
engine start, as soon as N2 is greater than 11000 RPM.
Failsafe control:
If a channel is faulty and the Active channel is unable to
ensure an engine control function, this function is moved
to a position which protects the engine, and is known as
the failsafe position.
INTRO
ENGINE SYSTEMS
Page 8
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
SINGLE SENSORS
ECU
CHANNEL
A
DUAL CONTROL SENSORS
C
C
D
L
ECU
CHANNEL
A
ECU
CHANNEL
B
SHARED SENSORS
ACTIVE
STAND BY
ECU
CHANNEL
B
SINGLE SENSORS
FADEC DESIGN
CTC-211-004-01
EFFECTIVITY
TOC
INTRO
ENGINE SYSTEMS
Page 9
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
Closed loop control operation.

In order to properly control the various engine systems,
the ECU uses an operation known as closed loop control.
The ECU calculates a position for a system component :
- the Command
The ECU then compares the Command with the actual
position of the component (feedback) and calculates a
position difference :
- the Demand
The ECU, through the HMU, sends a signal to a
component (valve, actuator) which causes it to move.
With the movement of the system valve or actuator, the
ECU is provided with a feedback of the components
position.
The process is repeated until there is no longer a position
difference.
The result completes the loop and enables the ECU to
precisely control a system component.
EFFECTIVITY
TOC
INTRO
ENGINE SYSTEMS
Page 10
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
CONTROL
SENSORS
DEMAND
CALCULATOR
FEEDBACK
DEMAND
CONTROL LAW
COMMAND
TORQUE
MOTOR
HMU
POSITION
SENSOR
ACTUATOR
ECU
CTC-211-005-01
CLOSED LOOP CONTROL PHILOSOPHY
EFFECTIVITY
TOC
INTRO
ENGINE SYSTEMS
Page 11
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
INTRO
ENGINE SYSTEMS
Page 12
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
EFFECTIVITY
TOC
73-21-60
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
ECU Location.
The ECU is a dual channel computer housed in an
aluminium chassis, which is secured on the right hand
side of the fan inlet case.
Four mounting bolts, with shock absorbers, provide
isolation from shocks and vibrations.
Two metal straps ensure ground connection.
ECU Cooling System.
To operate correctly, the ECU requires cooling to
maintain internal temperatures within acceptable limits.
Ambient air is picked up by an air scoop, located on the
right hand side of the fan inlet cowl and routed to the ECU
internal chamber. The cooling air circulates around
channel A and B compartments, and then exits through
an outlet port in the fan compartment.
EFFECTIVITY
TOC
73-21-60
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EF G
COOLING
DUCT
TRAINING MANUAL
INLET
ECU
MOUNTING
BOLT
COOLING AIR
INLET
COOLING AIR
OUTLET
FAN INLET
COWL
CTC-211-006-00
EFFECTIVITY
TOC
73-21-60
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
ECU architecture.
The ECU has three compartments :
- The main compartment houses the channel A and
channel B circuit boards and a physical partition
separates them.
- Two pressure subsystem compartments house
pressure transducers. One subsystem is dedicated
to channel A, the other to channel B.
EFFECTIVITY
TOC
73-21-60
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
PRESSURE TRANSDUCER
CIRCUIT BOARDS
CHANNEL A
CHANNEL B
PRESSURE
SUBSYSTEM A
COMPARTMENT
PRESSURE
FRONT PANEL
ASSEMBLY
SUBSYSTEM B
COMPARTMENT
ECU COMPARTMENTS
CTC-211-007-00
EFFECTIVITY
TOC
73-21-60
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
Front Panel Electrical Connectors.

There are 15 threaded electrical connectors located on
the front panel, identified through numbers J1 to J15
marked on the panel.
Each connector features a unique key pattern which only
accepts the correct corresponding cable plug.
All engine input and command output signals are routed
to and from channels A and B, through separate cables
and connectors.
EFFECTIVITY
TOC
73-21-60
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EF G
J1
J3
7 J1
J5 J
J2
J6
8
15 J
4 J
J 11
J9
J13
4
0 J
J1
J12
CHANNEL A
CONNECTOR
(ODD)
CHANNEL B
CONNECTOR
(EVEN)
FUNCTION
J1
J3
J5
J7
J9
J11
SHARED
J13
J15
J2
J4
J6
J8
J10
J12
J14
SHARED
SHARED
A/C POWER (28V) AND IGNITER POWER (115V)

A/C INPUT/OUTPUT AND TLA
THRUST REVERSER
SOLENOIDS, TORQUE MOTORS, RESOLVERS, N2
ALTERNATOR, SAV, N1 AND T12
LVDT'S, RVDT'S, T25, BSV POSITION SWITCH
ENGINE IDENTIFICATION PLUG
WF METER, THERMOCOUPLES
TEST INTERFACE
ELECTRICAL CONNECTORS
CTC-211-008-00
EFFECTIVITY
TOC
TRAINING MANUAL
73-21-60
ENGINE SYSTEMS
Page 7
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
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 ECU stores schedules in its NVM, for all available

engine configurations.
During initialization, it reads the plug and selects a
specific schedule.
In the case of a missing, or invalid ID plug, the ECU uses
the value stored in the NVM for the previous plug
configuration.
The plug includes a coding circuit, equipped with pushpull links which either ensure, or prohibit connections
between different plug connector pins.
The push-pull links consist of switch mechanisms located
between 2 contacts and can be manually opened, or
closed, according to customer requests.
They include:
- 5B and 5B/P differentiation
- engine type (SAC or DAC)
- an optional PMUX engine condition monitoring kit
- optional full EGT monitoring
- tool, which enables the engine serial number to be
loaded into the ECUs Non-Volatile Memory (NVM)
- N1 trim level, to correct thrust differences between
engines operating at the same N1 speed
EFFECTIVITY
TOC
73-21-60
ENGINE SYSTEMS
Page 8
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
SAFETY WIRE
CODING CIRCUIT
PUSH-PULL LINK
O-RING
SHEATHED
CABLE
BOLTED ON THE
FAN CASE
CTC-211-009-00
IDENTIFICATION PLUG DESCRIPTION
EFFECTIVITY
TOC
73-21-60
ENGINE SYSTEMS
Page 9
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
Pressure Sub-system.
Five pneumatic pressure signals are supplied to the ECU
pressure sub-system.
Transducers inside the pressure sub-system convert the
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 to channel A.
- P25 to channel B.
EFFECTIVITY
TOC
73-21-60
ENGINE SYSTEMS
Page 10
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
SHEAR PLATE
J1
J5
P0
J3
PS13
J9
J7
J15
J14
J8
J6
J10
12
J
J13
J11
J2
J4
PS3
PRESSURE SUB SYSTEM
RELIEF VALVE
P25
PS12
PRESSURE SUB SYSTEM
CTC-211-011-00
EFFECTIVITY
TOC
73-21-60
ENGINE SYSTEMS
Page 11
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
Pressure sub-system interfaces.

The shear plate serves as an interface between the
pneumatic lines and the ECU pressure sub-system.
The three control pressures are divided into channel A
and channel B signals by passages inside the shear
plate, which is bolted on the ECU chassis.
Individual pressure lines are attached to connectors on
the shear plate. The last few inches of the pressure lines
are flexible to facilitate ECU removal and installation.
The shear plate is never removed during line
maintenance tasks.
When the optional monitoring kit (PMUX) is not required,
P25 and PS13 ports are blanked off, and the two
dedicated transducers are not installed in the ECU.
EFFECTIVITY
TOC
73-21-60
ENGINE SYSTEMS
Page 12
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
SHEAR PLATE
GASKET
ECU
P0
P0
PS12
PS13
PS13
PRESSURE
SUB-SYSTEM
A
PS3
PS3
PS3
P25
P25
P0
PS12
PS12
SHEAR PLATE
CTC-211-133-00
EFFECTIVITY
TOC
PRESSURE
SUB-SYSTEM
B
73-21-60
ENGINE SYSTEMS
Page 13
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
ECU power supply.
Control Alternator.
The ECU is provided with redundant power sources to

ensure an uninterrupted and failsafe power supply.
The control alternator provides two separate power

sources from two independent windings.
A logic circuit within the ECU, automatically selects the

correct power source in the event of a failure.
One is hardwired to channel A, the other to channel B.
The power sources are the aircraft 28 VDC normal and

emergency busses.
The two aircraft power sources are routed through the EIU
and connected to the ECU.
-The A/C normal bus is hardwired to channel B.
-The A/C emergency bus is hardwired to channel A.
EFFECTIVITY
TOC
The alternator is capable of supplying the necessary

power above an engine speed of approximately 10% N2.
GSE test equipment provides 28 VDC power to the ECU
during bench testing and it is connected to connector J15.
73-21-60
ENGINE SYSTEMS
Page 14
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
A/C 28 VDC EMERGENCY BUS

A/C 28 VDC NORMAL BUS
EIU
GSE
J1
J2
J15
J9
J10
ECU
ALTERNATOR
14-300
VAC
ECU POWER SUPPLY
CTC-211-012-00
EFFECTIVITY
TOC
73-21-60
ENGINE SYSTEMS
Page 15
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
ECU Power Supply Logic.
Auto Power Down.
Power supply when N2 < 12%.

Each channel is supplied by the A/C 28 VDC, through the
EIU. This enables:
- Automatic ground checks of the ECU before engine
running.
- Engine starting.
- Power to be supplied to the ECU until the engine
speed reaches 12% N2.
The ECU is automatically powered down on the ground,

through the EIU, five minutes after engine shutdown.
This allows printing of the post-flight report.
The ECU is also powered down, on the ground, five
minutes after A/C power up, unless MCDU menus are
used.
Fadec Ground Power Panel.
Power supply when N2 > 12% :

- At 12% N2, the control alternator directly supplies
the ECU.
- Above 15% N2, the ECU logic automatically
switches off the A/C power source, through the EIU
power down function.
Note : In case of total alternator failure, the ECU will
receive, as a back-up, the 28 VDC power from the A/C
network. If the failure only affects the active channel, the
ECU switches engine control to the other channel.
The ENGine FIRE pushbutton cuts off the A/C 28 VDC.
For maintenance purposes, the engine FADEC ground

power panel enables FADEC supply to be restored on
the ground, with engine shut down.
When the corresponding ENGine FADEC GND POWER
pushbutton is pressed ON, the ECU is supplied.
Caution : In this case, there is no automatic power down
function. As long as the pushbutton is pressed ON, the
ECU is supplied. ECU overtemperature may occur after
a while.
Note : Both engines ECUs are re-powered as soon as
IGN/START is selected with the rotary selector.
With master lever selected ON, the corresponding ECU
is supplied.
EFFECTIVITY
TOC
73-21-60
ENGINE SYSTEMS
Page 16
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
ENG
FADEC GND PWR
ON
ON
20VU
AGENT 1
AGENT 2
SQUIB
SQUIB
F
DISCH
I
R
E TEST
APU FIRE
PUSH
DISCH
ENG
FIRE
AGENT
AGENT 1
AGENT 2
SQUIB
SQUIB
DISCH
DISCH
TEST
ENG
SQUIB
PUSH
FIRE
F
I
R
E
TEST
PUSH
DISCH
MASTER 1
ENG
A/C
MASTER 2
12%
15%
ON
ON
ENG
1
OFF
MODE
NORM
ENGINE
115VU
ENG
2
OFF
SUPPLY SOURCE CHANGE

CRANK
FIRE
IGN
START
FIRE
FAULT
FAULT
ECU POWER SUPPLY LOGIC
CTC-211-013-01
EFFECTIVITY
TOC
73-21-60
ENGINE SYSTEMS
Page 17
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
ECU Control Alternator.

The control alternator supplies electrical power directly to
the ECU and is installed on the front face of the
Accessory GearBox (AGB).
It is located between the Integrated Drive Generator (IDG)
and the hydraulic pump and consists of :
- A stator housing, secured on the attachment pad by
means of three bolts.
- Two electrical connectors, one for each ECU
channel.
- A rotor, secured on the AGB gearshaft by a nut.
This control alternator is a wet type alternator, lubricated
with AGB engine oil.
EFFECTIVITY
TOC
73-21-60
ENGINE SYSTEMS
Page 18
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
O-RINGS
COVER PLATE
WASHERS
AGB
BOLTS
ATTACHMENT
PAD
ELECTRICAL
CABLE
CONNECTOR
CHANNEL A
ROTOR
NUT
ELECTRICAL
CABLE CONNECTOR
CHANNEL B
CTC-211-014-00
ECU CONTROL ALTERNATOR DESIGN
EFFECTIVITY
TOC
73-21-60
ENGINE SYSTEMS
Page 19
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
EFFECTIVITY
TOC
73-21-60
ENGINE SYSTEMS
Page 20
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ENGINE SENSORS
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ENGINE SENSORS
Aerodynamic stations.
The ECU requires information on the engine gas path
and operational parameters in order to control the engine
during all flight phases.
Sensors are installed at aerodynamic stations and
various engine locations, to measure engine parameters
and provide them to the ECU subsystems.
Sensors located at aerodynamic stations have the same
number as the station. e.g. T25.
Sensors placed at other engine locations have a
particular name. e.g. T case sensor.
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
12
13
25
ACTUATOR
17
49.5
BALLSCREW
ENGINE SENSORS STATIONS
CTC-211-015-01
EFFECTIVITY
TOC
TRAINING MANUAL
SENSORS
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ENGINE SENSORS
Speed sensors.
Pressures.
LP rotating system speed, N1.

HP rotating system speed, N2.
Ambient static pressure, P0.

HPC discharge static pressure, PS3 (or CDP).
Engine inlet static pressure, PS12.
Fan discharge static pressure, PS13 (optional).
HPC inlet total pressure, P25 (optional).
Resistive Thermal Device (RTD sensors).

Fan inlet temperature, T12.
High Pressure Compressor inlet temperature, T25.
Thermocouples.
Compressor discharge temperature, T3.
Exhaust Gas Temperature, (EGT) or T49.5.
LPT discharge temperature, T5 (optional monitoring kit).
HPT shroud support temperature, T Case.
Engine Oil Temperature, (TEO).
EFFECTIVITY
TOC
Vibration sensors.
There are two vibration sensors, which are installed on
the engine and connected to the Engine Vibration
Monitoring Unit (EVMU).
SENSORS
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
T25
T3
P25
PS3
PS13
T49.5
(EGT)
T5
T12
PS12
TRF
VIB SENSOR
(TAKEN ON ECU ITSELF)
P0
T CASE
TEO
No.1 BRG
VIB SENSOR
N2
N1
SPEED SENSOR
SPEED SENSOR
ENGINE SENSORS
CTC-211-016-01
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ENGINE SENSORS
N1 speed sensor.
The N1 speed sensor is mounted through the 5 oclock
fan frame strut. The sensor body has a flange to attach the
complete sensor to the fan frame and once secured on
the engine with 2 bolts, only the body and the receptacle
are visible.
The receptacle has three electrical connectors.
Two connectors provide the ECU with output signals.
The third is connected to the EVMU for vibration analysis.
Internally, a spring keeps correct installation of the sensor
probe, regardless of any dimensional changes due to
thermal effects.
Externally, there are two damping rings to isolate the
probe from vibration.
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
N1 SPEED
SENSOR PROBE
BODY
POLE PIECES
RECEPTACLE
DAMPING
RINGS
TENSION SPRING
PROBE HOUSING
A/C
CH A
CH B
N1 SPEED SENSOR
CTC-211-017-00
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 7
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ENGINE SENSORS
N2 speed sensor.
The N2 speed sensor is installed on the rear face of the
AGB at 6 oclock and secured with 2 bolts.
The housing has three connectors :
- ECU channel A.
- ECU channel B.
- EVMU.
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 8
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
POLAR PIECES
A/C
MAGNETIC
HEAD
RIGID
METAL
TUBE
CH B
CH A
A/C
RECEPTACLE
CH A
ECU
CONNECTORS
CH B
SECURING
FLANGE
N2 SPEED SENSOR
CTC-211-018-01
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 9
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ENGINE SENSORS
T12 sensor.
The T12 temperature sensor measures the fan inlet
temperature and is installed through the fan inlet case, at
the 1 oclock position.
The portion that protrudes into the airflow encloses two
identical sensing elements.
One sensing element is dedicated to the ECU channel A,
the other to channel B.
The mounting plate is equipped with elastomer dampers
for protection against vibrations.
The sensor is secured on the fan inlet case with four bolts
and a stud ensures correct ground connection.
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 10
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
RECEPTACLE
CHANNEL A
RECEPTACLE
CHANNEL B
GROUND STUD
ELASTOMER
DAMPERS
HOUSING
T12 SENSOR
CTC-211-019-01
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 11
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ENGINE SENSORS
T25 sensor.
The T25 sensor measures the High Pressure
Compressor inlet temperature and is installed in the fan
frame mid-box structure, at approximately the 5 oclock
position.
The sensor is composed of :
- a probe, which encloses two sensing elements
protruding into the airflow.
- a mounting flange, with four captive screws and a
locating pin.
- two electrical connectors, one per sensing element.
- two drilled holes, opposite the probe airflow inlet, to
let dust out.
The locating pin on the mounting flange prevents the
sensor from being mis-installed.
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 12
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
4 CAPTIVE
SCREWS
LOCATING PIN
SENSOR PROBE
CONNECTORS
VIEW
T25 SENSOR
CTC-211-020-00
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 13
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ENGINE SENSORS
Compressor discharge temperature T3.

The T3 sensor is a thermocouple which is installed at the
12 oclock position on the combustion case, just behind
the fuel nozzles.
Two probes, enclosed in the same housing, sense the air
temperature at the HPC outlet.
The signals from both probes are directed through a rigid
lead to a connector box, which accomodates two
connectors, one per ECU channel.
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 14
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
THERMOCOUPLE
PROBE UNIT
T3 TEMPERATURE SENSOR
CTC-211-021-00
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 15
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ENGINE SENSORS
Exhaust Gas Temperature.

The Exhaust Gas Temperature (EGT) sensing system is
located at aerodynamic station 49.5.
This EGT value is used to monitor the engines condition.
The system includes nine thermocouple probes, secured
on the Low Pressure Turbine (LPT) case and the sensing
elements are immersed in the LPT nozzle stage 2.
They are connected together through a wiring harness.
EFFECTIVITY
TOC
The EGT wiring harness consists of :

- three thermocouple lead assemblies with two probes
in each.
- one thermocouple lead assembly with three probes.
- one main junction box assembly where all the
thermocouple lead assemblies are connected.
The main junction box averages the nine input
signals, and, through a connector and lead
assembly, sends one output signal to both
channels of the ECU.
SENSORS
ENGINE SYSTEMS
Page 16
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
UPPER EXTENSION LEAD
L/H UPPER THERMOCOUPLE

LEAD ASSEMBLY (2 PROBES)
R/H THERMOCOUPLE
MAIN JUNCTION
BOX ASSEMBLY
PARALLEL
JUNCTION BOXES
L/H LOWER THERMOCOUPLE

PROBES
LOWER EXTENSION LEAD

R/H LOWER THERMOCOUPLE
CTC-211-022-01
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 17
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ENGINE SENSORS
LPT discharge temperature T5.

The T5 sensor is part of the optional monitoring kit,
available upon customer request. When installed, it is
located at the 4 oclock position, on the turbine rear frame.
It consists of a metal body, which has two thermocouple
probes and a flange for attachment to the engine.
A rigid lead carries the signal from the probe to a main
junction box with a connector that allows attachment to a
harness.
The two thermocouples are parallel-wired in the box and
a single signal is sent to the ECU channel A.
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 18
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FWD
3 O`CLOCK
T5 SENSOR
ASSEMBLY
T5 SENSOR
T5 TEMPERATURE SENSOR
CTC-211-023-00
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 19
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ENGINE SENSORS
T case.
The T case sensor measures the High Pressure Turbine
(HPT) shroud support temperature.
The temperature value is used by the ECU in the HPT
Clearance Control system logic.
It is installed on the combustion case at the 3 oclock
position, and consists of :
- a housing, which provides a mounting flange and an
electrical connector.
- a sensing element, fitted inside the housing and in
contact with the shroud support.
Note : The probe is spring-loaded to ensure permanent
contact with the shroud support.
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 20
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
B
THERMOCOUPLE
PAD
VIEW B
HOUSING
FRONT
ELECTRICAL
CONNECTION
ELECTRICAL
CONNECTOR
SENSING
ELEMENT
T CASE SENSOR
CTC-211-024-00
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 21
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ENGINE SENSORS
Engine oil temperature.

The engine is equipped with 2 oil temperature sensors.
The TEO sensor is installed on the oil supply line to the
forward sump, at the 9 oclock position, above the oil tank.
It has a captive nut in order to secure it to the supply line.
The second sensor, installed on the lube unit, is for oil
indicating and belongs to the nacelle equipment.
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 22
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
OIL SUPPLY
TUBE TO FWD
BEARING SUMP
TEO SENSOR
(TO ECU)
VIEW
HJ13
ENGINE
HARNESS
B
CONNECTOR
RECEPTACLE
SENSOR
BODY
ATTACHMENT
NUT
(CAPTIVE)
IMMERSED
SECTION
TEO SENSOR
CTC-211-025-00
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 23
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ENGINE SENSORS
Pressure signals.
Engine inlet static pressure PS12.
Various pressures, picked-up at specific aerodynamic

stations, are sent to the shear plate of the ECU through
pressure lines, which are drained at their lowest part by
weep holes.
Three static pressure ports are mounted on the forward

section of the fan inlet case, at the 12, 4 and 8 oclock
positions.
A pneumatic line runs around the upper portion of the fan
inlet case, collecting and averaging the pressures.
The shear plate routes the pressures to the channel

A and B transducers, which compute the actual
pressures.
Ambient static pressure P0.
This value is used by the ECU, in case of lost signals
from the Air Data Computer (ADC).
The P0 air pressure is measured through a vent plug,
installed on the ECU shear plate.
HPC discharge pressure PS3.

The PS3 static pressure pick-up is located on the
combustion case, at the 9 oclock position, between two
fuel nozzles.
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 24
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FAN INLET CASE
PS12 PICK-UP
PS12 MANIFOLD
Ps3
AIR DATA
COMPUTER
ECU
STATIC
PRESSURE
STATIC PRESSURE
CDP LINE
P0 SENSOR
ECU
NACELLE
INTERNAL
ENVIRONMENT
PRESSURE PICK-UPS
CTC-211-026-01
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 25
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ENGINE SENSORS
Fan discharge static pressure PS13.
HPC inlet total pressure P25.
PS13 is part of the optional monitoring kit, available upon

customer request.
If the kit is not required, the PS13 port is blanked off on
the ECU shear plate.
P25 is part of the optional monitoring kit, available upon

customer request.
If the kit is not required, the P25 port is blanked off on the
ECU shear plate.
The PS13 pick-up is located at approximately 1 oclock,

downstream from the fan Outlet Guide Vanes (OGV).
This signal is processed by channel A only.
The P25 probe is installed in the fan frame mid-box

structure, at the 5 oclock position.
The pressure line exits the fan frame on its rear wall
through a nipple.
The signal is processed by channel B only.
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 26
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FAN FRAME
Ps13
P25
2
ECU CHANNEL A
P25
TRANSDUCER
ECU CHANNEL B
AIR PRESSURE TUBE
Ps13 AND P25 SENSORS
CTC-211-027-01
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 27
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ENGINE SENSORS
#1 bearing vibration sensor assembly

The assembly is made up of a vibration sensor, which is
secured at the 9 oclock position on the #1 bearing
support front flange.
A semi-rigid cable, routed in the engine fan frame, links
the vibration sensor to an electrical output connector,
located at the 3 oclock position on the fan frame outer
barrel.
The cable is protected by the installation of shock
absorbers which damp out any parasite vibration.
The #1 bearing vibration sensor permanently monitors the
engine vibration and due to its position, is more sensitive
to fan and booster vibration. However, this sensor also
reads N2 and LPT vibrations.
The data provided is used to perform fan trim balance.
This sensor is not a Line Replaceable Unit (LRU). In case of
failure, the TRF sensor must be selected, through the CFDS
in maintenance mode, in order to continue engine vibration
monitoring.
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 28
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FAN FRAME
OUTER
SURFACE
SELF-SEALING
CONNECTOR
SHOCK
ABSORBERS
ELECTRICAL
OUTPUT
CONNECTOR
SENSITIVE
AXIS
CABLE
FORWARD
STATIONARY
AIR SEAL
VIBRATION SENSOR
(ACCELEROMETER)
VIBRATION
SENSING
ELEMENT
CTC-211-127-01
No 1 BEARING VIBRATION SENSOR
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 29
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ENGINE SENSORS
TRF vibration sensor.

The TRF vibration sensor is secured at the 12 oclock
position on the turbine rear frame.
A semi-rigid cable is routed from the vibration sensor to
an electrical connector, which is secured on a bracket on
the core engine at the 10 oclock position.
The TRF vibration sensor monitors the vertical
acceleration of the rotors and sends analogue signals to
the EVMU for vibration analysis processing.
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 30
Dec 00
CFM56-5B
EFG
ELECTRICAL
CONNECTOR
TRAINING MANUAL
COMPRESSOR CASE
FRAME
ELECTRICAL
CONNECTOR
TRF VIBRATION
SENSOR
SEMI-RIGID
CABLE
SEMI-RIGID
CABLE
CTC-211-128-01
TRF FRONT
FLANGE
TURBINE REAR FRAME VIBRATION SENSOR
EFFECTIVITY
TOC
TRF VIBRATION
SENSOR
SENSORS
ENGINE SYSTEMS
Page 31
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
SENSORS
ENGINE SYSTEMS
Page 32
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ENGINE WIRING HARNESSES
EFFECTIVITY
TOC
73-21-50
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
Two types of harnesses are used, depending on where

they are installed on the engine.
Fan section.
Harnesses that run on the fan inlet case and the fan
frame, have a conventional design.
Cold section harnesses are designated :
- HJ7, HJ8, HJ9, HJ10, HJ11, HJ12, HJ13, DPM.
DPM is the harness routed from the Master Chip Detector
(MCD) to the visual contamination indicator.
Core engine section.
Harnesses routed along the core engine section have a
special design that can withstand high temperatures.
Hot section harnesses are designated :
- HCJ11L, HCJ11R, HCJ12L, HCJ12R, HCJ13.
EFFECTIVITY
TOC
73-21-50
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
HJ7 - HJ8 - HJ9

HJ10 - HJ11
HJ12 - HJ13
DPM
CTC-211-028-00
HCJ11L - HCJ11R
HCJ12L - HCJ12R
HCJ13
ENGINE ELECTRICAL HARNESSES
EFFECTIVITY
TOC
TRAINING MANUAL
73-21-50
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
The electrical harnesses ensure the connections between

the various electrical, electronic and electro-mechanical
components, mounted on the engine.
All the harnesses, consisting of cables with several cores,
converge to the 6 oclock junction box, which provides an
interface between the two types.
They are all screened against high frequency electrical
interferences, and each individual cable within a harness
is screened against low frequency electrical
interferences.
They are also constructed with fireproof materials and
sealed to avoid any fluid penetration.
EFFECTIVITY
TOC
73-21-50
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
HJ7
N2
SENSOR
HMU
HJ8
HJ9
ECU
SAV
FRV
HJ10
HJ11
HJ13
T12
HCJ13
CONTROL
ALT
HJ12
6 O'CLOCK BOX
HCJ11L
FUEL
FLOW
METER
HCJ12L
OIL
TEMP
N1
SENSOR
HCJ12R
HCJ11R
VISUAL DPM
INDICATOR
T3
TCASE EGT T5
TBV
VBV
HARNESSES INTERFACES
CTC-211-029-00
EFFECTIVITY
TOC
VSV HPTCC LPTCC BSV T25
OIL
CHIP
DETECTOR
73-21-50
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
73-21-50
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
STARTING SYSTEM
EFFECTIVITY
TOC
80-00-00
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
STARTING FUNCTION
The FADEC is able to control engine starting, cranking

and ignition, using aircraft control data.
Starting can be performed either in Manual Mode, or
Automatic Mode.
For this purpose, the ECU is able to command :
- opening and closing of the Starter Air Valve (SAV),
- positioning of the Fuel Metering Valve (FMV),
- energizing of the igniters.
It also detects abnormal operation and delivers specific
messages.
EFFECTIVITY
TOC
80-00-00
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
AIR DUCTS
SAV
IGNITION
BOXES
IGNITERS
STARTER
IGNITION
LEADS
STARTING FUNCTION
CTC-211-030-00
EFFECTIVITY
TOC
80-00-00
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
STARTING SYSTEM
Starting is initiated from the following cockpit control

panels :
- The engine control panel on the central pedestal,
which has a single Rotary Mode Selector for both
engines and two Master Levers, one for each
engine.
- The engine Man Start panel on the overhead panel,
which has two switches, one for each engine.
- The Engine Warning Display (EWD) and the System
Display (SD) on the upper and lower ECAMs,
where starting data and messages are displayed .
EFFECTIVITY
TOC
80-00-00
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
VIEW D
VIEW B
5
10
N1
81.5
%
5070
FLX 84.6 % 35C
5 10
5 10 EGT
C
670
92.5
10
81.4
MAN START
FOB : 39600 LBS
665
N2
%
FF
LBS/H
ENG
FLAP
92.7
IGNITION
SEAT BELTS
NO SMOKING
ADV
APU AVAIL
ON
ON
5070
STS
VIEW A
VIEW C
MASTER 1
ENGINE
10100
F.USED
KG
OIL
10100
15. .5
QT
15. .5
60
130
PSI
C
0.8
PSI
TAT + 19C
SAT + 18C
ENG
1
OFF
1.2
MODE
NORM
115VU
ENG
2
OFF
1.2
60
CRANK
FIRE
130
25
IGN
START
FIRE
FAULT
FAULT
GW 70000 KG
23 H 38
ENGINE PANELS
CTC-211-031-00
EFFECTIVITY
TOC
ON
VIB N2 (N2)
IGN
25
MASTER 2
ON
VIB N1 (N1)
0.8
ENG
80-00-00
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
STARTING SYSTEM
There are two starting processes :

1. -The automatic starting process, under the full
authority of the FADEC system.
2. -The manual starting process, with limited authority
of the FADEC system.
2) Manual start.
During a manual start, the ECU provides limited engine
protection and limitation only on EGT.
The manual starting procedure is :
1) Automatic start.
During an automatic start, the ECU includes engine
protection and provides limits for N1, N2 and EGT, with
the necessary indications in the cockpit.
The automatic starting procedure is :
- Rotate mode selector to IGN/START.
Both ECUs are powered up.
- Switch the MASTER LEVER to ON.
The SAV opens and :
- at 16% N2 speed, one igniter is energized.
- at 22% N2 speed, fuel is delivered to the combustor.
- at 50% N2 speed, the SAV is closed and the igniter
de-energized.
- Rotate mode selector to IGN/START.

Both ECUs are powered up.
- Press the MAN/START push button.
The SAV opens and :
- when N2 speed > 20%, switch the MASTER LEVER
to ON.
- the two igniters are energized and fuel is delivered to
the combustor.
- at 50% N2 speed, the SAV is closed and the igniters
automatically de-energized.
When the engines are started (manual, or automatic), the
mode selector must be switched back to the NORMAL
position.
In case of no ignition, the engines are dry motored and a

second starting procedure initiated on both igniters.
EFFECTIVITY
TOC
80-00-00
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
AUTOMATIC START
MANUAL START
MASTER 1
ENG
MASTER 2
ENG
1
MODE
NORM
ENG
2
ON
ON
MASTER 1
ENG
MASTER 2
OFF
ON
ON
ENG
1
OFF
MODE
NORM
115VU
ENG
2
OFF
1
FIRE
IGN
START
CRANK
115VU
OFF
FIRE
FAULT
FAULT
IGN/START
ON MODE SELECTOR
FIRE
IGN
START
CRANK
IGN/START
ON MODE SELECTOR
MAN START PUSHBUTTON

"ON" TO OPEN STARTER
VALVE
FIRE
FAULT
FAULT
ENG
MAN START
ENG
ENG
1
ON
ON
MODE
NORM
OFF
MASTER 2
115VU
ENG
2
OFF
2
IGN
START
CRANK
FIRE
FAULT
FIRE
FAULT
MASTER LEVER
SWITCHED "ON"
- STARTER VALVE OPENS
- 16% N2 : IGNITION "ON"
- 22% N2 : FUEL "ON"
- 50% N2 : S.A.V. CLOSES
IGNITION "OFF"
ON
ON
ENG
MASTER 2
MODE
NORM
ENG
2
ENG
1
ON
OFF
ON
ENG
ENG
1
ON
FIRE
ON
115VU
MODE
NORM
OFF
IGN
START
CRANK
FIRE
FAULT
FAULT
OFF
FAULT
START THE SECOND ENGINE

MASTER LEVER
SWITCHED "ON"
FIRE
FAULT
OFF
3
FIRE
IGN
START
CRANK
ENG
2
115VU
WHEN N2 > 20%

MASTER LEVER "ON"
- IGNITION "ON"
- FUEL "ON"
- 50% N2 : S.A.V. CLOSES
IGNITION "OFF"
START THE SECOND

ENGINE
ENG
ENG
1
ON
ENG
2
ON
115VU
MODE
NORM
OFF
FIRE
CRANK
OFF
IGN
START
4
FIRE
FAULT
FAULT
MODE SELECTOR
BACK TO NORMAL
WHEN ENGINES
STABILIZED
AT IDLE
ENG
2
ON
115VU
MODE
NORM
OFF
OFF
5
FIRE
CRANK
IGN
START
FIRE
FAULT
FAULT
MODE SELECTOR
BACK TO NORMAL
WHEN ENGINES
STABILIZED
AT IDLE
STARTING PROCEDURES
CTC-211-032-01
EFFECTIVITY
TOC
ENG
ENG
1
ON
80-00-00
ENGINE SYSTEMS
Page 7
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
STARTING SYSTEM
The starting system provides torque to accelerate the

engine to a speed such that it can light off and continue to
run unassisted.
The starting system is located underneath the right hand
side engine cowlings, and consists of :
- one pneumatic starter.
- one Starter Air Valve (SAV).
- two air ducts.
EFFECTIVITY
TOC
80-00-00
ENGINE SYSTEMS
Page 8
Dec 00
CFM56-5B
EF G
FAN FRAME
TRAINING MANUAL
FAN CASE
AIR DUCT
AFT
STARTER AIR VALVE
STARTER
AIR VALVE
PNEUMATIC STARTER
STARTING SYSTEM
CTC-211-033-00
EFFECTIVITY
TOC
80-00-00
ENGINE SYSTEMS
Page 9
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
STARTING SYSTEM
When the starter air valve is energized, it opens and air

pressure is delivered to the pneumatic starter.
The pneumatic starter provides the necessary torque to
drive the HP rotor, through the AGB, TGB and IGB.
The necessary air pressure for the starter comes from :
- the APU.
- the other engine, through the cross bleed system.
- a ground power unit (25 to 50 psig).
EFFECTIVITY
TOC
80-00-00
ENGINE SYSTEMS
Page 10
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
PRESSURIZED
AIR
FROM A/C
AIR BLEED
SYSTEM
PYLON
INTERFACE
CONNECTION BOX
UPPER
DUCT
ECU
LOWER
DUCT
STARTER AIR VALVE

PNEUMATIC STARTER
STARTING OPERATION
CTC-211-034-00
EFFECTIVITY
TOC
80-00-00
ENGINE SYSTEMS
Page 11
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
EFFECTIVITY
TOC
80-00-00
ENGINE SYSTEMS
Page 12
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
STARTER AIR VALVE
EFFECTIVITY
TOC
80-11-20
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
STARTER AIR VALVE
The Starter Air Valve (SAV) controls the pressurized air

flow to the engine pneumatic starter.
The SAV is secured on the air starter duct, just below the
3 oclock position and is accessible through an access
door provided on the right hand side fan cowl.
The valve is connected to two air ducts. The upper duct
(from the pylon to the valve), and the lower duct (from
the valve to the air starter).
Two electrical connections transfer electrical signals to
the ECU.
EFFECTIVITY
TOC
80-11-20
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
FAN CASE
AIR DUCT
SAV ACCESS DOOR

FWD
STARTER AIR VALVE LOCATION
CTC-211-037-00
EFFECTIVITY
TOC
80-11-20
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
STARTER AIR VALVE
The SAV is a normally closed butterfly valve.

An electrical signal, sent by the ECU, moves the valve to
the open position.
In case of electrical command failure, the valve can be
manually opened by first pushing the wrench button and
then, rotating the manual override handle.
Air pressure must be present, to avoid internal damage.
When the handle is released, an internal spring
automatically returns the butterfly valve to the closed
position.
The override handle aligns with markings on the valve to
provide an external indication of the butterfly valve
position.
Switches provide the ECU with the valve position status.
Gloves must be worn, to avoid injury from hot parts.
EFFECTIVITY
TOC
80-11-20
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
SWITCHES CLOSED
SWITCHES OPEN
= VALVE NOT CLOSED

= VALVE CLOSED
VIEW A
A
CONNECTOR
(CHANNEL B)
INDEXING SLOT
J10 HARNESS
WRENCH
BUTTON
CONNECTOR
(CHANNEL A)
FLOW DIRECTION
INDICATOR
MANUAL OVERRIDE
J9 HARNESS
STARTER AIR VALVE
CTC-211-038-00
EFFECTIVITY
TOC
80-11-20
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
EFFECTIVITY
TOC
80-11-20
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
PNEUMATIC STARTER
EFFECTIVITY
TOC
80-11-10
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
PNEUMATIC STARTER
The pneumatic starter is connected to an air starter duct

and converts the pressurized airflow from the aircraft air
system into a high torque rotary movement.
This movement is transmitted to the engine High
Pressure (HP) rotor, through the accessory drive system.
An internal centrifugal clutch automatically disconnects
the starter from the engine shaft when the desired speed
is reached.
The pneumatic starter is secured on the aft right hand
side of the AGB.
EFFECTIVITY
TOC
The pneumatic starter works with engine oil and has three
ports :
- a filling port
- an overflow port
- a drain port.
The drain port features a plug made in two parts :
- an inner part, which is a magnetic plug used to trap
any magnetic particles contaminating the oil.
- an outer part, which is the drain plug, receives the
magnetic plug. This part has a check valve to
prevent any oil spillage when the magnetic plug is
removed for maintenance checks.
80-11-10
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
FILLING
PORT
DRAIN
PORT
O-RING
OVERFLOW
PORT
DRAIN PLUG
O-RING
MAGNETIC PLUG
PNEUMATIC STARTER
CTC-211-035-00
EFFECTIVITY
TOC
80-11-10
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
PNEUMATIC STARTER
The pneumatic starter has an air inlet and a stator

housing assembly, which contains the following main
elements :
- a turbine wheel stator and rotor.
- a gear set.
- a clutch assembly.
- an output shaft.
Pressurized air enters the air starter and reaches the
turbine section, which transforms the airs kinetic energy
into mechanical power.
This high speed power output is transformed into low
speed and high torque motion, through a reduction gear
set.
A clutch system, installed between the gear set and the
output shaft, ensures transmission of the turbine wheel
power to the output shaft during engine starting, and
disconnection when the output shaft speed reaches 50%
of N2.
EFFECTIVITY
TOC
80-11-10
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
A = TURBINE
B = REDUCTION GEAR SET
C = CLUTCH
D = OUTPUT SHAFT
EXHAUST
AIR PRESSURE
FROM A/C
AIR SYSTEM
AIR STARTER OPERATION
CTC-211-036-00
EFFECTIVITY
TOC
80-11-10
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
EFFECTIVITY
TOC
80-11-10
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
IGNITION
EFFECTIVITY
TOC
74-00-00
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
IGNITION GENERAL
The purpose of the ignition system is to ignite the air/fuel

mixture within the combustion chamber.
The engine is equipped with a dual ignition system,
located on the right-hand side of the fan case and both
sides of the core.
The ignition system receives 115 VAC/400 Hz from the
aircraft, through channels A and B of the ECU.
The A/C power supply will be automatically disconnected
by the Engine Interface Unit (EIU) if :
- the master lever is selected OFF.
- in case of fire emergency procedure.
The ignition system has two independent circuits,

systems A and B, consisting of :
- 2 high energy ignition exciters.
- 2 ignition lead assemblies.
- 2 spark igniters.
A current is supplied to the ignition exciters and
transformed into high voltage pulses. These pulses are
sent, through ignition leads, to the tip of the igniter plugs,
producing sparks.
System B spark igniter, located on the left hand side, is
connected to the lower ignition box #1.
System A spark igniter, located on the right hand side, is
connected to the upper ignition box #2.
The A/C ignition power supply is failsafed to ON in case

of a failed EIU.
EFFECTIVITY
TOC
74-00-00
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
SPARK IGNITER (2)
EXCITER (2)
IGNITION LEAD
ASSEMBLY (2)
IGNITION GENERAL
CTC-211-039-00
EFFECTIVITY
TOC
74-00-00
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
IGNITION BOXES
The ignition exciters use 115 VAC, supplied through the

ECU, to produce high voltage pulses to energize the
spark igniters.
The ignition exciters transform this low voltage input into
repeated 20 KV high voltage output pulses.
The 2 ignition exciters are installed on the fan case,
between the 3 and 4 oclock positions.
A stainless steel protective housing, mounted on shock
absorbers and grounded, encloses the electrical exciter
components.
The housing is hermetically sealed, ensuring proper
operation, whatever the environmental conditions.
The components are secured mechanically, or with
silicon cement, for protection against engine vibration.
EFFECTIVITY
TOC
74-00-00
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
VIEW A
ELECTRICAL
CONNECTOR
SYSTEM A
A
FWD
EXCITERS
IGNITION
LEADS
ELECTRICAL
CONNECTOR
SYSTEM B
IGNITION EXCITERS
CTC-211-040-01
EFFECTIVITY
TOC
74-00-00
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
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 oclock.
The two ignition lead assemblies are identical and
interchangeable, and each connects one ignition exciter
to one spark igniter.
EFFECTIVITY
TOC
74-00-00
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EF G
COMBUSTION CASE
TRAINING MANUAL
EXCITER
IGNITER PLUG
LEFT
IGNITER
RIGHT IGNITER
IGNITION LEAD
ASSEMBLY
WRAP AROUND VIEW OF FAN INLET CASE
RIGHT
IGNITION
LEAD
LEFT
IGNITION
LEAD
UPPER
IGNITION
EXCITER
SYSTEM A
FORWARD
LOWER IGNITION
EXCITER SYSTEM B
CTC-211-041-02
EFFECTIVITY
TOC
74-00-00
ENGINE SYSTEMS
Page 7
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
A single coaxial electrical conductor carries the high

tension electrical pulses to the igniter plug.
The portion of the lead assembly along the core, as well
as the outer portion of the igniter, is air cooled.
Booster air is introduced at the air adapter assembly, into
the cooled section of the conduit, and exits at the
connection with the igniter.
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.
EFFECTIVITY
TOC
74-00-00
ENGINE SYSTEMS
Page 8
Dec 00
CFM56-5B
EF G
COOLED SECTION
TRAINING MANUAL
NON-COOLED SECTION
AIR ADAPTER
ASSEMBLY
ELBOW
ASSEMBLY
IGN LEAD
BOOSTER AIR
INTRODUCTION
COOLING
AIR EXIT
RETAINING
PLATE
OUTER
BRAID
O-RING
O-RING
BUNDLE
JUNCTION
BOX COVER
LEFT
IGNITION
LEAD
COOLING
AIR INLET
RIGHT
IGNITION
LEAD
IGNITION LEAD
CTC-211-042-00
EFFECTIVITY
TOC
BOOSTER
AIR
74-00-00
ENGINE SYSTEMS
Page 9
Dec 00
CFM56-5B
EF G
TRAINING MANUAL

Igniter Plug.
The connection between the igniter plug and the ignition
lead is surrounded by a shroud, which ducts ignition lead
cooling air around the igniter plug.
The depth of the spark igniter is controlled by a bushing
and gasket(s). Each gasket is 0.38mm in thickness.
Before installing the spark igniter, a small amount of
graphite grease should be applied to the threads that
connect with the igniter bushing in the combustion case
boss.
Note : Do not apply grease or any lubricant to the threads
of the connector on the ignition lead as this will cause
damage to the igniter and lead.
If the igniter has been removed for maintenance or repair,
the white chamfered silicon seal must be replaced.
EFFECTIVITY
TOC
74-00-00
ENGINE SYSTEMS
Page 10
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
GASKET
SPARK
IGNITER
COOLING SHROUD
WHITE CHAMFERED
SILICON SEAL
CAGED SPRING
ASSEMBLY
IGNITER
BUSHING
COUPLING NUT
COOLING SHROUD
IGNITION LEAD
ASSEMBLY
SHROUD CLAMP
IGNITER PLUG
CTC-211-043-00
EFFECTIVITY
TOC
74-00-00
ENGINE SYSTEMS
Page 11
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
EFFECTIVITY
TOC
74-00-00
ENGINE SYSTEMS
Page 12
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
POWER MANAGEMENT & FUEL CONTROL
EFFECTIVITY
TOC
PWR MAN
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
POWER MANAGEMENT
The power management function computes the fan

speed (N1) necessary to achieve a desired thrust.
The FADEC manages power, according to two thrust
modes :
- Manual mode, depending on the Thrust Lever Angle.
- Autothrust mode, according to the autothrust function
generated by the autoflight system.
Power management uses N1 as the thrust setting
parameter.
It is calculated for the appropriate engine ratings (coded
in the identification plug) and based upon ambient
conditions, Mach number (ADIRUs) and engine bleeds
(ECS).
EFFECTIVITY
TOC
PWR MAN
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
Po
TRAINING MANUAL
TAT
Mo
ADIRU,s
ECU
COMPUTES N1
COMMAND
AUTO THRUST
SYSTEM
ID PLUG
EIU
ECS
POWER MANAGEMENT
CTC-211-044-00
EFFECTIVITY
TOC
PWR MAN
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
POWER MANAGEMENT
For the current flight conditions, the FADEC calculates

the power setting for each of the different ratings defined
in terms of N1. When the throttle is set between detents,
the FADEC interpolates between them to set the power.
The different thrust levels are :

- Idle.
- Maximum Climb (MCL).
- Maximum Continuous (MCT).
- Flexible Take-off (FLX TO).
- Derated Take-off (DRT TO).
- Maximum Take-off or Go-Around (TO/GA).
- Maximum Reverse (REV).
Each N1 is calculated according to the following flight

conditions :
- Temperature : the thrust delivered depends on
outside air temperature (OAT). By design, the engine
provides a constant thrust up to a pre-determined
OAT value, known as corner point, after which the
thrust decreases proportionally to maintain a
constant EGT value.
- Pressure : with an increase in altitude, thrust will
decrease when operating at a constant RPM due
to the reduction in air density, which reduces the
mass flow and fuel flow requirements.
- Mach : when mach number increases, the velocity of
air entering the engine changes, decreasing thrust.
To determine the fan speed, the ECU calculates
M0 from the static pressure, the total pressure and
the TAT values.
- Bleed : ECS bleed and anti-ice bleed are taken into
account in order to maintain the same EGT level
with and without bleeds.
EFFECTIVITY
TOC
PWR MAN
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
THRUST
THRUST
P0
EGT
N1
CORNER
POINT
OAT
MCT
FLX TO
DRT
N1
REF
MAX
REV
TEMPERATURE EFFECTS
ALTITUDE EFFECTS
TO/GA
OAT
MCL
IDLE
-38
THRUST
BLEED OFF
BLEED ON
85,5 TLA
THRUST
EGT
STD SEA LEVEL
BLEED EFFECTS
CTC-211-045-01
0,1
OAT
0,5
POWER MANAGEMENT FUNCTIONS
EFFECTIVITY
TOC
0,2
0,3
0,4
MACH EFFECTS
PWR MAN
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
POWER MANAGEMENT
The Flex Take-off function enables the pilot to select a

take-off thrust, lower than the maximum take-off power
available for the current ambient conditions.
Temperatures for the flexible take-off function are
calculated according to the assumed temperature
method.
This means setting the ambient temperature to an
assumed value, which is higher than the real ambient
temperature. The assumed ambient temperature (99C
max) is set in the cockpit, using the MCDU.
The flexible mode is only set if the engine is running and
the aircraft is on the ground.
However, the power level, which is set by the FADEC in
the flexible mode, may be displayed on the ECAM by
input of a flexible temperature value, through the MCDU,
and setting the TRA to the flex position, before the engine
is started.
EFFECTIVITY
TOC
PWR MAN
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
UPPER ECAM
T0
T0
GA
GA
FLX
FLX
MCT
MCT
45
CL
IGNITION
SEAT BELTS
NO SMOKING
81.4
FLAP
5070
ADV
APU AVAIL
30
25
20
LE
CL
A
/
T
H
R
0
15
R
10
REVERSE
92.7
35
V ID
FOB : 39600 LBS
665
IDLE
IDLE
5 10
40
5
F
RE
5070
N2
%
FF
LBS/H
FLX 84.6 % 45C
RE
92.5
10
MCL
5 10 EGT
C
670
T
MC
TO
FLX
81.5
N1
%
GA
10
/
TO
A
/
T
H
R
STS
FADEC
COMPUTATION
CTC-211-046-01
POWER MANAGEMENT - FLEX TAKE-OFF
EFFECTIVITY
TOC
PWR MAN
ENGINE SYSTEMS
Page 7
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ENGINE FUEL AND CONTROL

Fuel control
Idle control.
The fuel control function computes the Fuel Metering

Valve (FMV) demand signal, depending on the engine
control laws and operating conditions.
The FADEC system controls the idle speed:
Fuel flow is regulated to control N1 and N2 speed :

- During engine starting and idle power, N2 speed
is controlled.
- During high power operations, requiring thrust, N1
speed is controlled and N2 is driven between
minimum and maximum limits.
- Minimum Idle will set the minimum fuel flow

requested to ensure the correct aircraft ECS
pressurization.
- Approach Idle is set at an engine power which will
allow the engine to achieve the specified Go-Around
acceleration time.
The limits depend on :

- Core speed.
- Compressor discharge pressure (PS3).
- Fuel / air ratio (WF/PS3).
- Fan & core speed rates (accel and decel).
EFFECTIVITY
TOC
PWR MAN
ENGINE SYSTEMS
Page 8
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
LIMITS
- CORE SPEED
- COMPRESSOR DISCHARGE PRESSURE
- FUEL / AIR RATIO
- FAN AND CORE SPEED RATES
WF
J6
J1
J5
J7
J14
J11
J15
J13
J2
J8
J10
J12
J4
J9
J3
ECU
HMU
FUEL CONTROL INTRODUCTION
CTC-211-047-00
EFFECTIVITY
TOC
PWR MAN
ENGINE SYSTEMS
Page 9
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
PWR MAN
ENGINE SYSTEMS
Page 10
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FUEL DISTRIBUTION
EFFECTIVITY
TOC
73-11-00
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FUEL DISTRIBUTION
The purpose of the fuel distribution system is :

- to deliver fuel to the engine combustion chamber.
- to supply clean and ice-free fuel to various servomechanisms of the fuel system.
- to cool down engine oil and Integrated Drive
Generator (IDG) oil.
The fuel distribution components consist of :
- fuel supply and return lines.
- a fuel pump and filter assembly.
- a main oil/fuel heat exchanger
- a servo fuel heater.
- a Hydro-Mechanical Unit (HMU).
- a fuel flow transmitter
- a fuel nozzle filter
- a Burner Staging Valve (BSV).
- two fuel manifolds.
- twenty fuel nozzles.
- an IDG oil cooler.
- a Fuel Return Valve (FRV).
EFFECTIVITY
TOC
73-11-00
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FRV
FUEL
SUPPLY
LINE
IDG OIL COOLER
FUEL
MANIFOLDS
OIL/FUEL
HEAT
EXCHANGERS
BSV
FUEL PUMP
FUEL FLOW
TRANSMITTER
HMU
FUEL DISTRIBUTION
CTC-211-048-00
EFFECTIVITY
TOC
73-11-00
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FUEL DISTRIBUTION
Fuel from the A/C tank enters the engine fuel pump,
through a fuel supply line.
After passing through the pump, the pressurized fuel goes
to the main oil/fuel heat exchanger in order to cool down
the engine scavenge oil.
It then goes back to the fuel pump, where it is filtered,
pressurized and split into two fuel flows.
The main fuel flow goes through the HMU metering
system, the fuel flow transmitter, the fuel nozzle filter and
is then directed to the fuel nozzles and the BSV.
The other fuel flow goes to the servo fuel heater, which
warms up the fuel to prevent any ice particles entering
sensitive servo systems.
The heated fuel flow enters the HMU servo-mechanism
and is then directed to the various fuel-actuated
components.
A line brings unused fuel, from the HMU, back to the inlet
of the main oil/fuel heat exchanger, through the IDG oil
cooler.
A Fuel Return Valve (FRV), also installed on this line,
may redirect some of this returning fuel back to the A/C
tank.
Before returning to the A/C tank, the hot fuel is mixed with
cold fuel from the outlet of the 1st stage of the fuel pump.
EFFECTIVITY
TOC
73-11-00
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
TO A/C
TANKS
FROM A/C
FUEL RETURN
VALVE
FUEL
PUMP
LP STAGE
MAIN
OIL/FUEL
HEAT
EXCHANGER
IDG
OIL
COOLER
FUEL
FILTER
HP STAGE
SERVO
FUEL
HEATER
HMU
METERING
SYSTEM
FUEL FLOW
TRANSMITTER
IO FUEL
NOZZLES
BSV
HMU
SERVO
MECHANISMS
IO FUEL
NOZZLES
VALVES
ACTUATORS
FUEL DISTRIBUTION
CTC-211-049-00
EFFECTIVITY
TOC
FUEL
NOZZLE
FILTER
73-11-00
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
73-11-00
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
FUEL PUMP
EFFECTIVITY
TOC
73-11-10
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
FUEL PUMP
The purpose of the engine fuel pump is :

- to increase the pressure of the fuel from the A/C fuel
tanks, and to deliver this fuel in two different flows.
- to deliver pressurized fuel to the main oil/fuel heat
exchanger.
- to filter the fuel before it is delivered to the fuel control
system.
- to drive the HMU.
The engine fuel pump is located on the accessory
gearbox aft face, on the left hand side of the horizontal
drive shaft housing.
The fuel supply line is routed from a hydraulic junction
box, attached to the left hand side of the fan inlet case,
down to the fuel pump inlet.
The fuel return line is routed from the Fuel Return Valve
(FRV), along the left hand side of the fan case, and back
up to the hydraulic junction box.
EFFECTIVITY
TOC
73-11-10
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
AFT
FUEL PUMP
AND FILTER
ASSEMBLY
AGB
FUEL PUMP AND

FILTER ASSY
FUEL PUMP
CTC-211-050-00
EFFECTIVITY
TOC
73-11-10
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
FUEL PUMP
The engine fuel pump is a two stage fuel lubricated pump

and filter assembly.
First, the fuel passes through the boost stage, where it is
pressurized.
At the outlet of the boost stage, it is directed to the main
oil/fuel heat exchanger, and the FRV.
The fuel then goes back into the fuel pump, and passes
through a disposable main fuel filter.
The clogging condition of the main fuel filter is monitored
and displayed on an ECAM, through a differential
pressure switch.
A pressure relief valve is installed, in parallel with the

gear pump, to protect the downstream circuit from over
pressure.
At the gear stage outlet, the fuel passes through a wash
filter, where it is split into two different fuel flows.
The main fuel flow, unfiltered, goes to the HMU. The other
fuel flow, which is filtered, goes to the servo fuel heater
and the FRV.
A by-pass valve is installed, in parallel with the filter, to
by-pass the fuel in case of filter clogging.
A by-pass valve is installed, in parallel with the filter, to

by-pass the fuel in case of filter clogging.
At the filter outlet, the fuel passes through the HP stage
pump.
EFFECTIVITY
TOC
73-11-10
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EF G
FUEL
PUMP
TRAINING MANUAL
FRV
N2
MAIN FUEL/OIL
HEAT EXCHANGER
LP
STAGE
FUEL
P SW
ECAM
SERVO
FUEL
HEATER
MAIN FUEL FILTER
FILTER
BY PASS
HP
STAGE
BY PASS
WASH
FILTER
PRESSURE
RELIEF
VALVE
N2
WF FOR FMV
WF FOR
SERVOS
APPLICATION
H M U
FUEL PUMP OPERATION
CTC-211-051-01
EFFECTIVITY
TOC
73-11-10
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
FUEL PUMP
Fuel pump housing.

The fuel pump housing encloses the fuel pump drive
system, the LP and HP stages, the fuel filter, and the
wash filter.
The fuel pump housing is secured onto the accessory
gearbox with a Quick Attach/Detach (QAD) ring. The
mounting flange is equipped with a locating pin to
facilitate the installation of the fuel pump onto the AGB.
EFFECTIVITY
TOC
On the housing, fuel ports and covers are provided which

are :
- Main filter by-pass valve cover.
- Supply to main heat exchanger.
- Return from main heat exchanger.
- Filter drain port.
- Upstream and downstream filter pressure taps.
- HP stage pressure relief valve cover.
- Fuel inlet port.
- Discharge port to HMU.
- Supply to FRV.
- Supply to servo fuel heater.
- LP stage discharge pressure tap.
- HP stage discharge pressure tap.
73-11-10
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EF G
MAIN FILTER BY-PASS
VALVE COVER
HP STAGE
PRESSURE
RELIEF VALVE
FILTER
DOWNSTREAM
PRESSURE TAP
INLET PORT
MOUNTING FLANGE
ASSEMBLY
DISCHARGE PORT
TO HMU (NOT SHOWN)
FILTER
UPSTREAM
PRESSURE TAP
SUPPLY TO
SERVO FUEL HEATER
SHAFT SEAL
CARRIER
SUPPLY TO FRV
FILTER COVER
HP STAGE DISCHARGE
PRESSURE
MAIN DRIVE SHAFT
FILTER DRAIN PORT
SUPPLY TO MAIN
HEAT EXCHANGER
RETURN FROM MAIN
HEAT EXCHANGER
LP STAGE DISCHARGE
PRESSURE TAP
LOCATING PIN
FUEL PUMP HOUSING
CTC-211-052-01
EFFECTIVITY
TOC
TRAINING MANUAL
73-11-10
ENGINE SYSTEMS
Page 7
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
FUEL PUMP
Fuel pump drive system.

In the fuel pump, the necessary rotative motion is
provided by a drive system consisting of concentric
shafts.
The main drive shaft is driven by the AGB.
The fuel pump drive system is equipped with shear neck
sections to provide :
- protection of the AGB against any excessive torque
created within the fuel pump assembly.
- assurance of the HMU drive operation, even in case
of total failure of the LP stage pump.
EFFECTIVITY
TOC
73-11-10
ENGINE SYSTEMS
Page 8
Dec 00
CFM56-5B
EF G
SPLINES
TRAINING MANUAL
LP PUMP DRIVE SHAFT
DRIVE SPUR GEAR
SHEAR NECK
SEAL ROTARY PART

HOLLOW SHAFT
MAIN DRIVE SHAFT
HMU DRIVE SHAFT
SHEAR NECK
SPLINES
DRIVEN GEAR
HP STAGE
FUEL PUMP DRIVE SYSTEM
CTC-211-053-01
EFFECTIVITY
TOC
LP STAGE
73-11-10
ENGINE SYSTEMS
Page 9
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
FUEL PUMP
Fuel filter
Maintenance practices
The fuel filter protects the downstream circuit from

particles in the fuel.
Fuel filter removal/installation and check.
It consists of a filter cartridge and a by-pass valve.

The filter cartridge is installed in a cavity in the fuel pump
body. The fuel circulates from the outside to the inside of
the filter cartridge.
In case of a clogged filter, the by-pass valve opens to
allow fuel to pass to the fuel pump HP stage.
The filter must be removed and visually inspected after

any ECAM Fuel filter clogged warning messages, or
when significant contamination is found at the bottom of
the filter cover. This inspection can help to determine any
contamination of aircraft, or engine fuel systems.
Re-install the fuel filter cover with the bolts, washers and
nuts provided, carefully following the torquing sequence.
Perform a wet motoring check for leakage.
Tappings on the filter housing enable the installation of a

differential pressure switch that transmits filter clogging
conditions to the A/C monitoring system.
EFFECTIVITY
TOC
73-11-10
ENGINE SYSTEMS
Page 10
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
HOUSING
O-RING
FUEL FILTER
CARTRIDGE
FUEL FILTER
CARTRIDGE
PLEATS
FOLDED
BACK
O-RING
O-RING
FUEL FILTER
COVER
VIEW A
CONTAMINANTS
CTC-211-056-01
VISUAL INSPECTION OF THE FUEL FILTER CARTRIDGE
EFFECTIVITY
TOC
73-11-10
ENGINE SYSTEMS
Page 11
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
FUEL PUMP
Visual inspection of impeller rotation.
This inspection must be done during troubleshooting
when the procedure calls for it, or when a broken shaft is
suspected and the rotation of the LP impeller has to be
checked.
The plug is removed, and the engine is cranked through
the handcranking pad.
If the impeller turns, the check is positive.
If the impeller does not turn, replace the fuel pump and
continue the troubleshooting procedure to determine if
there is any further engine damage.
After fuel pump replacement, perform an idle leak check
and FADEC ground test with motoring.
EFFECTIVITY
TOC
73-11-10
ENGINE SYSTEMS
Page 12
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
IMPELLER LIGHT GREY COLOR

MACHINED COATED SURFACE
O-RING
DARK GREY
ROUGH SURFACE
PLUG
FUEL PUMP
VIEW A
CTC-211-057-00
VISUAL INSPECTION OF IMPELLER
EFFECTIVITY
TOC
73-11-10
ENGINE SYSTEMS
Page 13
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
EFFECTIVITY
TOC
73-11-10
ENGINE SYSTEMS
Page 14
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
MAIN OIL/FUEL HEAT EXCHANGER
EFFECTIVITY
TOC
79-21-20
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
The purpose of the main oil/fuel heat exchanger is to cool

the scavenged oil with cold fuel, through conduction and
convection, inside the exchanger where both fluids
circulate.
The exchanger is installed at the 7 oclock position, on
the fuel pump housing.
EFFECTIVITY
TOC
79-21-20
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
MAIN OIL/FUEL
HEAT EXCHANGER
SERVO
FUEL HEATER
AGB
CTC-211-059-00
EFFECTIVITY
TOC
79-21-20
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
MAIN OIL FUEL HEAT EXCHANGER
The connections with the other systems are:

-an oil IN port from the servo fuel heater.
-an oil OUT tube to the oil tank.
-two fuel ports connected with the fuel pump.
-a fuel return line from the HMU, through the IDG oil
cooler.
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.
The heat exchanger is a tubular design consisting of a
removeable core, a housing and a cover.
The core has two end plates, fuel tubes and two baffles.
The housing encloses the core, and the following items

are located on its outer portion :
- An oil pressure relief valve, which by-passes the oil
when the differential pressure across the oil portion
of the exchanger is too high.
- A fuel pressure relief valve, which by-passes the fuel
when the differential pressure across the fuel
portion of the exchanger is too high.
- A drain port, for fuel leak collection from inter-seal
cavities, that prevent oil cavity contamination.
- An optional fuel-out temperature probe port.
- 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 IN and OUT tubes.
- One fuel IN port for fuel from the HMU, via the IDG oil
cooler.
The fuel tubes are attached to the end plates and the
baffles inside lengthen the oil circulation path around the
fuel inlet tubes.
Sealing rings installed on the core provide insulation

between the oil and fuel areas.
If there is fuel contamination in the oil, both the servo fuel

heater and main oil/fuel exchanger must be replaced.
EFFECTIVITY
TOC
Heat exchanger housing.
79-21-20
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
COVER
FUEL CIRCULATION
OIL CIRCULATION
END PLATE
SEALING
RINGS
BAFFLES
FUEL TUBES
SERVO FUEL
HEATER
ATTACHING
FLANGE
OIL-IN IF CORE
CLOGGED
OIL PRESSURE
RELIEF VALVE
FUEL FLOW WHEN

CORE CLOGGED
FUEL PRESSURE
RELIEF VALVE
OIL-IN TO CORE
FUEL PUMP
ATTACHING
FLANGE
OIL-OUT PORT
DRAIN PORT
FUEL-IN PORT
CTC-211-060-00
FUEL-OUT PORT
MAIN OIL/FUEL HEAT EXCHANGER OPERATION
EFFECTIVITY
TOC
79-21-20
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
79-21-20
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
SERVO FUEL HEATER
EFFECTIVITY
TOC
73-11-20
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
SERVO FUEL HEATER
The servo fuel heater is a heat exchanger which uses

engine scavenge oil as the heat source to warm up fuel in
the fuel control system. This prevents ice particles
entering sensitive servo mechanisms.
Heat exchange between oil and fuel is by conduction and
convection inside the unit, which consists of :
- a case, enclosing the exchanger core and supporting
the unit and oil lines.
- the exchanger core, or matrix, where heat is
transferred.
- the cover, which supports the fuel lines.
- a screen, which catches particles in suspension in
the oil circuit.
Fuel from the pump wash filter enters the unit and passes
through aluminium alloy, U-shaped tubes immersed in
the oil flow. The tubes are mechanically bonded to a tube
plate, which is profiled to the housing and end cover
flanges. The fuel then exits the unit and is directed to the
HMU servo mechanism area.
Oil from the lubrication unit enters the case, is filtered, and
then passes into the matrix where it circulates around the
fuel tubes.
At the matrix outlet, the oil is directed to the main oil/fuel
heat exchanger. If the filter is clogged, or if the differential
pressure across the filter is too great, a by-pass valve,
installed in the main oil/fuel heat exchanger, will open.
Oil will then be directed to the main oil/fuel heat exhanger
oil outlet port, pass through the servo fuel heater and go
back to the engine oil tank.
Servo fuel heater casing.
At the flanged end of the case, facing outward, there are
two square oil inlet/outlet mounting pads.
The flange has threaded inserts to allow the installation of
the cover attachment screws.The mounting flange is part
of the housing casting, and has 6 holes to accommodate
the main oil/fuel heat exchanger securing studs.
A side port chamber is provided to run the oil by-pass flow
from the main oil/fuel heat exchanger to the oil outlet line
connected to the engine oil tank.
EFFECTIVITY
TOC
73-11-20
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
OIL IN FROM LUBE UNIT

OIL OUT
TO OIL TANK
FUEL OUT
FUEL IN
OIL IN FROM
THE MAIN
OIL/FUEL
HEAT EXCHANGER
TO OIL FILTER
BY PASS VALVE
OIL OUT
OIL OUT
TO MAIN OIL/FUEL
HEAT EXCHANGER
FUEL IN FROM FUEL OUT

FUEL PUMP
TO HMU
SERVO FUEL HEATER
CTC-211-061-01
EFFECTIVITY
TOC
OIL IN
73-11-20
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
73-11-20
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
73-21-18
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
The Hydro-Mechanical Unit (HMU) transforms electrical

signals sent from the ECU into hydraulic pressures in
order to actuate various actuators used in engine control.
It is installed on the aft side of the accessory gearbox at
the 7 o clock position and mounts directly onto the fuel
pump.
EFFECTIVITY
TOC
73-21-18
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
HMU
CTC-211-062-00
HYDROMECHANICAL UNIT LOCATION
EFFECTIVITY
TOC
73-21-18
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
The HMU has different functions :

- It provides internal calibration of fuel pressures.
- It meters the fuel flow for combustion.
- It provides the fuel shut-off and fuel manifold
minimum pressurization levels.
- It by-passes the return of unused fuel.
- It provides mechanical N2 overspeed protection.
- It delivers the correct hydraulic power source to
various engine fuel equipment.
The HMU has :
- two electrical connectors to ECU channels A and B.
- an electrical connection between the shut-off
solenoid and the A/C.
EFFECTIVITY
TOC
73-21-18
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FUEL PRESSURES CALIBRATION

HMU SHUT OFF
SOLENOID/AIRCRAFT
CONNECTOR
METERED FUEL FLOW
FOR COMBUSTION
CHANNEL A
CONNECTOR
- FUEL SHUT-OFF
- FUEL MANIFOLD PRESSURIZATION
HMU
EXCESS FUEL FLOW
BYPASS
CHANNEL B
CONNECTOR
MECHANICAL
N2 OVERSPEED PROTECTION
FUEL EQUIPMENT POWER

SOURCE SUPPLY
CTC-211-063-01
HYDROMECHANICAL UNIT PURPOSES
EFFECTIVITY
TOC
73-21-18
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
To manage and control the engine systems and

equipment, the HMU houses two different internal
subsystems, which are :
- The fuel metering system and the overspeed
governor system.
- The servo-mechanism area, including the pressure
regulation system, the servo flow regulation
system, solenoid valves and torque motors to
supply fuel to the various valves and actuators of
the engine.
EFFECTIVITY
TOC
73-21-18
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
SERVO MECHANISMS
AREA
PRESSURE REGULATION SYSTEM

SERVO FLOW REGULATION
ECU
ACTUATORS
VALVES
SOLENOIDS
TORQUE MOTORS
FUEL METERING SYSTEM

FUEL METERING VALVE
DELTA P VALVE
COMBUSTION
CHAMBER
PRESSURIZATION VALVE
BY-PASS VALVE
OVERSPEED GOVERNOR SYSTEM
CTC-211-064-01
HYDROMECHANICAL UNIT DESIGN
EFFECTIVITY
TOC
73-21-18
ENGINE SYSTEMS
Page 7
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
General description.
To achieve all the different engine functions, the HMU is
fitted with:
6 torque motors (TM) for the control of :
-Fuel Metering Valve (FMV).
-Variable Stator Vane (VSV).
-Variable Bleed Valve (VBV).
-Transient Bleed Valve (TBV).
-High Pressure Turbine Clearance Control (HPTCC).
-Low Pressure Turbine Clearance Control (LPTCC).
2 solenoids (S) for :
-Burner Staging Valve (BSV) control.
-A/C shut-off valve signal generation.
(this solenoid is not controlled by the ECU, but by the
A/C Master Lever).
1 resolver (R), to track the Fuel Metering Valve (FMV)
position and 2 sets of switches (one set for the overspeed
governor, one for the pressurizing valve).
Note : The resolver and the switches are dual devices.
i.e. their feedback indication is provided to both ECU
channels.
EFFECTIVITY
TOC
73-21-18
ENGINE SYSTEMS
Page 8
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ECU
CHANNEL
A
F/B
CHANNEL
TM
LPTCC
TM
HPTCC
TM
TBV
TM
VSV
TM
S
VBV
BSV
FROM SERVO
FUEL HEATER
A/C SHUT OFF
SOLENOID
TM
R
FROM ENGINE
FUEL PUMP
PRESSURIZING
AND SHUT
OFF VALVE
FMV
BY
PASS
VALVE
FROM A/C
TO FUEL
NOZZLES
SW
P VALVE
RETURN TO IDG OIL COOLER
AND FUEL PUMP
N2
OVERSPEED GOVERNOR
N2 > 106%
SW
HMU
HMU DESCRIPTION
CTC-211-065-01
EFFECTIVITY
TOC
73-21-18
ENGINE SYSTEMS
Page 9
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
73-21-18
ENGINE SYSTEMS
Page 10
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FUEL FLOW TRANSMITTER
EFFECTIVITY
TOC
73-30-11
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
The purpose of the fuel flow transmitter is to provide the

ECU with information, for indicating purposes, on the
weight of fuel used for combustion.
Located in the fuel flow path, between the HMU metered
fuel discharge port and the fuel nozzle filter, it is installed
on supporting brackets on the aft section of the HMU.
The interfaces are :
- a fuel supply hose, connected from the HMU.
- a fuel discharge tube, connected to the fuel nozzle
filter.
- an electrical wiring harness, connected to the ECU.
The fuel flow transmitter consists of an aluminium body
with a cylindrical bore containing a rotating measuring
device, which generates electronic pulses proportional to
the fuel flow.
An electrical connector is installed on the outside of a
rectangular electronics compartment.
EFFECTIVITY
TOC
73-30-11
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
FORWARD
TRAINING MANUAL
HYDROMECHANICAL
UNIT
FUEL DISCHARGE
TUBE
FLOW
UP
OUTLET
INLET
HMU
DISCHARGE
PORT
ELECTRICAL
CONNECTOR
INSTALLATION BRACKET
FUEL SUPPLY HOSE
CTC-211-066-00
EFFECTIVITY
TOC
73-30-11
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
73-30-11
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FUEL NOZZLE FILTER
EFFECTIVITY
TOC
73-11-45
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FUEL NOZZLE FILTER
The fuel nozzle filter is installed near the servo fuel heater
at 8 oclock and attached to the fuel flow transmitter.
The fuel nozzle filter collects any contaminants that may
still be left in the fuel before it goes to the fuel nozzle
supply manifold.
EFFECTIVITY
TOC
73-11-45
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
NOZZLE
MANIFOLD
FROM
FUEL
FLOWMETER
FUEL NOZZLE FILTER
CTC-211-067-00
EFFECTIVITY
TOC
73-11-45
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
73-11-45
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
73-11-70
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
The purpose of the Burner Staging Valve (BSV) is to

close the fuel supply to the staged manifold in certain
engine operations. The valve shuts off every other fuel
nozzle to provide a better spray pattern and improve the
engine flame-out margin.
The BSV is installed on a support bracket on the core
engine at the 6 oclock position.
All open ports terminate in the mounting surface of the
valve body and when the valve is installed on the
mounting bracket, the ports are automatically connected.
No external hydraulic or pneumatic lines are required.
The BSV is a normally open, fuel shut-off valve that is
controlled by the ECU, and fuel operated by the HMU.
The valve has dual redundant signal switches, which are
open when the valve is open.
EFFECTIVITY
TOC
73-11-70
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
CTC-211-068-00
EFFECTIVITY
TOC
TRAINING MANUAL
73-11-70
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
The BSV is used in decel to keep the fuel flow above the
lean flame-out limit.
Two fuel supply manifolds, staged and unstaged, are

installed on the fuel supply system.
To safely work close to this limit, the ECU cuts 10 of the

20 engine fuel nozzles.
Within the BSV support, the metered fuel is split into two
flows, which are then delivered to the nozzles, through
the two manifolds.
The effect is that the same amount of fuel is provided in

the combustion chamber, but only from the 10 fuel
nozzles supplied by the unstaged manifold. In this
condition, the lean flame-out is well above the flame-out
limit and it is impossible to extinguish combustion.
The diagram indicates the switch limits between 20 and
10 fuel nozzles.
The unstaged manifold always supplies 10 fuel nozzles,

and the staged manifold supplies the 10 remaining fuel
nozzles, depending on the BSV position.
At the outlet of the BSV, each fuel supply manifold is
connected to a Y shaped supply tube at approximately
the 5 and 6 oclock positions.
Each supply manifold is made up of two halves, which
are mechanically coupled, and include 5 provisions to
connect the fuel nozzles.
To improve the rigidity in between the manifold halves,
connecting nuts are installed at the 6 and 12 o clock
positions.
EFFECTIVITY
TOC
73-11-70
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
UNSTAGED
MANIFOLD
STAGED
MANIFOLD
WF/PS3
LOCAL
10 FUEL
NOZZLES
20 FUEL
NOZZLES
BSV
BSV
CLOSED
OFF
ON
MARGIN
BSV CLOSED
FLAME OUT
LIMIT
BSV
SUPPORT
MARGIN
BSV OPEN
.007
WF/PS3
GLOBAL
BSV OPERATION
CTC-211-069-00
BURNER STAGING VALVE PURPOSE
EFFECTIVITY
TOC
73-11-70
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
73-11-70
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FUEL NOZZLE
EFFECTIVITY
TOC
73-11-40
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FUEL NOZZLE
The fuel nozzles spray fuel into the combustion chamber

and ensure good light-off capability and efficient burning
at all engine power settings.
There are twenty fuel nozzles, which are installed all
around the combustion case area, in the forward section.
EFFECTIVITY
TOC
73-11-40
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FUEL STAGED AND

UNSTAGED MANIFOLDS
FUEL NOZZLE
COMBUSTION
CASE
COMBUSTION
CHAMBER
FUEL NOZZLE
CTC-211-070-01
EFFECTIVITY
TOC
73-11-40
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FUEL NOZZLE
The fuel nozzle is a welded assembly which delivers fuel

through two independent flows, and consists of :
- a cover, where the nozzle fuel inlet connector is
located.
- a cartridge assembly, which encloses a check valve
and a metering valve.
- a support, used to secure the fuel nozzle onto the
combustion case.
- a metering set, to calibrate primary and secondary
fuel flow sprays.
Some makes of fuel nozzle have a removeable inlet
strainer, which is secured onto the inlet cover with a
retaining ring.
EFFECTIVITY
TOC
73-11-40
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
CARTRIDGE
VALVE
ASSEMBLY
CHECK
VALVE
INLET
CONNECTOR
COLOR BAND
(BLUE OR NATURAL)
SUPPORT
METERING SET
FUEL NOZZLE DESIGN
CTC-211-071-01
EFFECTIVITY
TOC
73-11-40
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FUEL NOZZLE
Basically, all fuel nozzle models are similar, provide the

same operational performances, and are mounted and
connected to the engine in an identical manner.
However, four nozzles located in the pilot burning area in
the combustion chamber, on either side of the spark
plugs, have a wider primary spray angle.
The wider spray angle is incorporated to improve altitude
re-light capability.
To facilitate identification of the nozzle type, a colour
band is installed on the nozzle body. The colours are also
engraved on the band.
- Blue colour band on regular fuel nozzles.
- Natural colour band on wider spray fuel nozzles.
EFFECTIVITY
TOC
73-11-40
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
PRIMARY
FLOW
64 (BLUE BAND)
PRIMARY
FLOW
89
SPARK PLUGS
WIDER
FUEL NOZZLES
(NATURAL BAND)
8 O'CLOCK
4 O'CLOCK
WIDER
FUEL NOZZLES
(NATURAL BAND)
FUEL NOZZLE IDENTIFICATION
CTC-211-073-01
EFFECTIVITY
TOC
73-11-40
ENGINE SYSTEMS
Page 7
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FUEL NOZZLE
From the nozzle inlet, fuel passes through the inlet filter
and accumulates within the cartridge assembly.
At 15 psig, the fuel opens the check valve. It is sent to the
central area of the metering set which calibrates the spray
pattern of the primary fuel flow (narrow angle).
When the fuel pressure reaches 120 psig, it opens the
flow divider metering valve and the fuel goes through the
outer tube of the support to another port in the metering
set.
This port calibrates the spray pattern of the secondary fuel
flow (wider angle of 125 ).
EFFECTIVITY
TOC
73-11-40
ENGINE SYSTEMS
Page 8
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
METERING
SET
LOW PRESSURE
FUEL FLOW
PRIMARY
FUEL FLOW
CHECK
VALVE
FUEL
INLET
FILTER
125
CARTRIDGE
ASSEMBLY
64/89
METERING
VALVE
SECONDARY
FUEL FLOW
HIGH PRESSURE
FUEL FLOW
PRIMARY
FUEL FLOW
FUEL NOZZLE OPERATION
CTC-211-072-01
EFFECTIVITY
TOC
SECONDARY
FUEL FLOW
73-11-40
ENGINE SYSTEMS
Page 9
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
73-11-40
ENGINE SYSTEMS
Page 10
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
IDG OIL COOLER
EFFECTIVITY
TOC
73-11-64
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
IDG OIL COOLER
The Integrated Drive Generator (IDG) oil cooler uses the

HMU by-pass fuel flow to cool down the oil used in the
IDG mechanical area.
The IDG oil cooler is located on the fan case, just above
the engine oil tank, between the 9 and 10 oclock
positions.
- The fuel supply and return lines.
- The oil supply and return lines.
After the heat exchange, the fuel returns to the inlet of the
main oil/fuel heat exchanger, and the oil goes back to the
IDG.
The unit consists of a matrix providing the heat exchange
operation, a housing, and a cover enclosing a pressure
relief valve.
EFFECTIVITY
TOC
73-11-64
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
INTEGRATED
DRIVE
GENERATOR
OIL IN
OIL OUT
HMU
MATRIX
(INSIDE)
FUEL IN
FUEL OUT
HOUSING
MAIN OIL/FUEL
HEAT
EXCHANGER
DRAIN PLUG
COVER
IDG OIL COOLER DESIGN
CTC-211-079-01
EFFECTIVITY
TOC
73-11-64
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
IDG OIL COOLER
There are two different flows within the unit, the fuel flow,
and the oil flow.
The fuel flows inside a tube bundle and the oil circulates
around the bundle to transfer heat to the by-pass fuel.
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 pressure relief valve.
The pressure relief valve is installed in parallel with the
fuel inlet and outlet ports, and if the pressure drop inside
the matrix is greater than 24 psid, the valve opens and bypasses the fuel directly towards the heat exchanger.
EFFECTIVITY
TOC
73-11-64
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
IDG OIL
COOLER
FUEL
IDG OIL
COOLER
IDG
OIL TEMP
IDG
IDG OIL COOLER OPERATION
CTC-211-080-01
EFFECTIVITY
TOC
73-11-64
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
73-11-64
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FUEL RETURN VALVE
EFFECTIVITY
TOC
73-11-50
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FUEL RETURN VALVE
The Fuel Return Valve (FRV) returns part of the by-pass

fuel, flowing through the IDG oil cooler, back to the A/C
fuel tank for recirculation.
The FRV is mounted on a bracket on the left hand side of
the fan inlet case, at the 10 oclock position, above the
IDG oil cooler.
- The fuel return line to the A/C.
- The fuel drain tube.
- The Pb return tube.
- The fuel pump HP tube.
- The fuel pump LP tube (Cold fuel).
- The IDG cooler inlet tube (hot fuel).
- Two electrical connectors linked to the ECU.
EFFECTIVITY
TOC
73-11-50
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FUEL RETURN TUBE

FAN CASE
BRACKET
Pb RETURN
TUBE
FUEL DRAIN TUBE
FUEL PUMP
HP TUBE
IDG COOLER TUBE
CONNECTOR
CHANNEL A
CONNECTOR
CHANNEL B
FUEL PUMP
LP TUBE
FUEL RETURN VALVE INTERFACE
CTC-211-081-01
EFFECTIVITY
TOC
73-11-50
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FUEL RETURN VALVE
Inside the FRV, cold fuel from the fuel pump LP stage
outlet is mixed with the warm fuel returning from the IDG
oil cooler. This is to limit the temperature of the fuel going
back to the A/C tank.
The engine oil temperature thresholds depend on the fuel

inner tank temperature, and A/C ground or flight
conditions.
A shut-off system is provided to isolate the engine fuel

circuit from the A/C fuel tank return circuit.
On ground, if the engine oil temp reaches 90C, only the

LOW return fuel flow is redirected to the A/C, until the oil
temperature drops to 78C.
The FRV is fuel operated and electrically controlled

through the ECU control logic.
In flight conditions, LOW return fuel flow may be selected

at the same engine oil temperature as on ground.
The control logic of the FRV is dependent on the engine

oil temperature (TEO).
Following LOW, HIGH return fuel flow is selected, if the

engine oil temperature reaches 95C.
In case of failure of the TEO sensor, FRV positioning

cannot be calculated based on the sensor. In this case, a
default value for the oil is set ( 178C) and the FRV
opens.
It is deselected when the temperature drops below 85C.
Above a certain engine oil temperature, the ECU

commands a LOW return fuel flow to the A/C.
If the engine oil temperature continues to increase, the
ECU commands a HIGH return fuel flow to the A/C.
EFFECTIVITY
TOC
73-11-50
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TEO
TRAINING MANUAL
ECU
FUEL
RETURN
VALVE
COLD FLOW
FROM LP STAGE
OF PUMP
LOW
FLOW
FROM IDG
OIL COOLER
FLOW
SHUT-OFF
SYSTEM
RETURN
CIRCUIT TO
THE A/C
HIGH
FLOW
HOT FLOW
FUEL RETURN VALVE OPERATION
CTC-211-082-01
EFFECTIVITY
TOC
73-11-50
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FUEL RETURN VALVE
Modulated idle.
The High return fuel flow may, in some cases, not be
enough to cool down the engine oil temperature.
Therefore, the engine minimum idle speed may be
increased to create a higher fuel flow, resulting in more
effective oil cooling in the main oil/fuel heat exchanger.
The modulated idle operation depends upon the oil
temperature and the A/C ground or flight condition.
On ground, no IDG modulated idle is required.
In flight, the modulated idle operation is set when the oil
temperature reaches 106.2C.
N2 speed then accelerates, according to a linear
schedule, up to a maximum of 11731 rpm, which
corresponds to an oil temperature of 128C.
EFFECTIVITY
TOC
73-11-50
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FLIGHT
N2K25
11731
8300
OIL TEMP. C
106.2
CTC-211-083-00
IDG OIL COOLING SYSTEM MODULATED IDLE
EFFECTIVITY
TOC
128
73-11-50
ENGINE SYSTEMS
Page 7
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FUEL RETURN VALVE
Recirculation to the tank is inhibited, (FRV closed), in any

of the following cases :
- When N2 speed is below 50% during engine start.
- When the metered fuel flow is greater than 5520 pph.
(T/O power).
- With engine shut-down.
- When the aircraft management system sends an
inhibit signal (fuel temp high + fuel tank full).
- When flight / ground status is not available.
The FRV is opened to the second level (HIGH) during a
FADEC ground motoring test.
EFFECTIVITY
TOC
73-11-50
ENGINE SYSTEMS
Page 8
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
- N2 < 50% DURING ENGINE START

FUEL RETURNING
TO A/C FUEL
CIRCUIT
STOPPED
IF
CTC-211-084-01
- WF > 5520 PPH
OR
- ENGINE SHUT-DOWN
OR
- AIRCRAFT MANAGEMENT
SYSTEMS SEND INHIBIT SIGNAL
OR
- FLIGHT/GROUND STATUS NOT

AVAILABLE
IDG OIL COOLING SYSTEM CONTROL
EFFECTIVITY
TOC
OR
73-11-50
ENGINE SYSTEMS
Page 9
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
73-11-50
ENGINE SYSTEMS
Page 10
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
VARIABLE GEOMETRY CONTROL SYSTEM
EFFECTIVITY
TOC
75-30-00
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
VARIABLE GEOMETRY CONTROL SYSTEM
The variable geometry control system is designed to

maintain satisfactory compressor performance over a
wide range of operation conditions.
The system consists of :
- a Variable Bleed Valve (VBV) system, located
downstream from the booster.
- a Variable Stator Vane (VSV) system, located within
the first stages of the HPC.
The compressor control system is commanded by the
ECU and operated through HMU hydraulic signals.
At low speed, the LP compressor supplies a flow of air

greater than the HP compressor can accept.
To establish a more suitable air flow, VBVs are installed
on the contour of the primary airflow stream, between the
booster and the HPC.
At low speed, they are fully open and reject part of the
booster discharge air into the secondary airflow,
preventing the LPC from stalling.
At high speed, the VBVs are closed.
The HPC is equipped with one Inlet Guide Vane (IGV)
stage and three VSV stages.
An actuation system changes the orientation of the vanes
to provide the correct angle of incidence to the air stream
at the blades leading edge, improving HPC stall margins.
EFFECTIVITY
TOC
75-30-00
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
VARIABLE BLEED VALVES

(VBV)
INLET GUIDE VANES

(IGV)
VARIABLE STATOR VANES
(VSV)
COMPRESSOR CONTROL DESIGN
CTC-211-085-01
EFFECTIVITY
TOC
75-30-00
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
75-30-00
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
75-31-00
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL

The purpose of the Variable Bleed Valve (VBV) system is
to regulate the amount of air discharged from the booster
into the inlet of the HPC.
To eliminate the risk of booster stall during low power
conditions, the VBV system by-passes air from the
primary airflow into the secondary.
It is located within the fan frame mid-box structure and
consists of:
- a fuel gear motor.
- a stop mechanism.
- a master bleed valve.
- eleven variable bleed valves.
- flexible shafts.
- a feedback sensor (RVDT).
The ECU calculates the VBV position and the HMU
provides the necessary fuel pressure to drive a fuel gear
motor, through a dedicated servo valve.
EFFECTIVITY
TOC
75-31-00
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
VIEW A
2:30 CLOCK
POSITION
A
3
8
1
FWD
4
7
6
3:30 CLOCK
POSITION
1 - MASTER BLEED VALVE

2 - VARIABLE BLEED VALVE (QTY:11)
3 - INTER-CONNECTING FLEXIBLE SHAFT (QTY:11)
4 - POSITION SENSOR (RVDT)
5 - FUEL GEAR MOTOR ASSEMBLY
6 - STOP MECHANISM ASSEMBLY
7 - MAIN FLEXIBLE SHAFT
8 - FEEDBACK ROD
VBV SYSTEM
CTC-211-086-00
EFFECTIVITY
TOC
75-31-00
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
Fuel gear motor.

The fuel gear motor is secured on the stop mechanism
rear flange and it transforms high pressure fuel flow into
rotary driving power to position the master bleed valve.
A lip seal is installed on the output shaft and a drain
collects any internal fuel leaks which could occur.
The fuel flow sent to the gear motor is constantly
controlled by the ECU, via the HMU.
EFFECTIVITY
TOC
75-31-00
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ATTACHING POINTS
TO STOP MECHANISM
O-RING
SEAL
SECONDARY
LIP SEAL
FUEL GEAR
MOTOR
CARBON SEALS
OUTPUT
SHAFT
SHROUDED
FUEL LINE
CONNECTIONS
GEAR
STOP
MECHANISM
VBV OPEN
PORT TUBE
BEARING
FUEL GEAR MOTOR
CTC-211-088-00
EFFECTIVITY
TOC
VBV CLOSED
PORT TUBE
75-31-00
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EFG
TRAINING MANUAL

Stop mechanism.
The stop mechanism limits the number of revolutions of
the gear motor to the exact number required for a
complete cycle (opening and closing) of the VBV doors.
This function supplies the reference closed position to
install and adjust the VBV system.
The stop mechanism is located between the gear motor
and the master ball screw actuator.
Its main components are :
- a flexible drive shaft, which connects the gear motor
to the master ballscrew actuator.
- a follower nut, which translates along a screw and
stops the rotation of the gear motor when it comes
into contact with "dog stops", installed on both
ends of the screw.
A location is provided on its aft end for installation of a
position sensor.
EFFECTIVITY
TOC
75-31-00
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
VIEW A
DOG STOPS
FWD
FAN FRAME
PROTECTIVE
BOOT
MAIN FLEXIBLE
DRIVE SHAFT
FOLLOWER NUT
SCREW
VBV STOP MECHANISM
CTC-211-089-01
EFFECTIVITY
TOC
FUEL GEAR
MOTOR
75-31-00
ENGINE SYSTEMS
Page 7
Dec 00
CFM56-5B
EFG
TRAINING MANUAL

Master bleed valve.
The master bleed valve and ballscrew actuator assembly
is the unit which transmits the driving input from the gear
motor to the 11 remaining variable bleed valves.
It is located between struts 10 and 11 in the fan frame
mid-box structure.
A lever, integral with a hinged door, is connected to a
feedback rod with transmits the angular position of the
door to a sensor (RVDT).
EFFECTIVITY
TOC
75-31-00
ENGINE SYSTEMS
Page 8
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
MAIN FLEXIBLE
SHAFT SOCKET
FLEXIBLE
SHAFT
SOCKET
BALLSCREW
ACTUATOR
BALLSCREW
LINK
SPEED
REDUCTION
GEARBOX
PROTECTING
BOOT
FLEXIBLE
SHAFT
SOCKET
TRANSLATING
NUT
INPUT SHAFT
SEAL
FLEXIBLE
SHAFT SOCKET
DOOR POSITION
FEEDBACK LEVER
MASTER BLEED VALVE DESIGN
CTC-211-090-00
EFFECTIVITY
TOC
75-31-00
ENGINE SYSTEMS
Page 9
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
Variable Bleed valves.
Flexible shafts.
The 11 variable bleed valves are located in the fan frame

mid-box structure in between the fan frame struts.
The flexible shafts are installed between the variable

bleed valves and are unshielded power cores, which
have a hexagonal fitting on one end and a double square
fitting on the other.
They operate in synchronization with the master

ballscrew actuator, which provides the input through a
flexible drive shaft linkage.
Main drive shaft.
The main drive shaft is a flexible and unshielded power
core which has a hexagonal fitting on one end and a
splined end fitting on the other.
A spring is attached to the hexagonal end, to hold the

shaft assembly in position during operation, and also help
shaft removal and installation.
Ferrules are installed in the struts of the engine fan frame
to guide and support the flexible shafts during operation.
A spring is attached to the splined end, to hold the shaft

assembly in position during operation, and also help
removal and installation of the shaft.
It is installed between the gear rotor, which drives it, and
the master bleed valve.
EFFECTIVITY
TOC
75-31-00
ENGINE SYSTEMS
Page 10
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FWD
VIEW A
INTER-CONNECTING
FLEXIBLE SHAFT
(TYPICAL)
B
VIEW B
MAIN
DRIVE
SHAFT
CTC-211-091-00
MAIN FLEXIBLE SHAFT AND INTER-CONNECTING FLEXIBLE SHAFT
EFFECTIVITY
TOC
75-31-00
ENGINE SYSTEMS
Page 11
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
Bleed valve position sensor.

The bleed valve position sensor transmits the angular
position of the VBV doors to the ECU through an
electrical feedback signal.
The sensor is a Rotary Variable Differential Transducer
(RVDT), and is mounted onto the stop mechanism.
It has two marks which should be aligned when the
system is adjusted to the reference closed position.
The adjustment is made through the feedback rod
connecting the master bleed valve to the transducers
feedback lever.
EFFECTIVITY
TOC
75-31-00
ENGINE SYSTEMS
Page 12
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FEEDBACK LEVER
FEEDBACK ROD
ALIGNMENT MARK
BLEED VALVE POSITION SENSOR
CTC-211-092-01
EFFECTIVITY
TOC
75-31-00
ENGINE SYSTEMS
Page 13
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
Using engine parameters, the ECU calculates the VBV

position, according to internal control laws.
An electrical signal is sent to the HMU, which provides
the fuel pressure necessary to drive the gear motor.
The gear motor transforms the fuel pressure into rotary
torque to actuate the master bleed valve.
The stop mechanism mechanically limits the opening and
closing of the valve.
The master bleed valve drives the 11 variable bleed
valves, through a series of flexible shafts, which ensure
that the VBVs remain fully synchronized throughout their
complete stroke.
A feedback rod is attached between the master bleed
valve and the feedback transducer, which transforms the
angular position of the master bleed valve into an
electrical signal for the ECU.
EFFECTIVITY
TOC
75-31-00
ENGINE SYSTEMS
Page 14
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
POSITION
FEEDBACK
FWD
FEEDBACK
SENSOR
ECU
FEEDBACK-ROD
SERVOCONTROL VALVE
HP
HMU
FUEL
MASTER BLEED
VALVE
FUEL GEAR MOTOR
STOP MECHANISM
VARIABLE BLEED
VALVE
CTC-211-087-00
VARIABLE BLEED VALVE SYSTEM OPERATION
EFFECTIVITY
TOC
75-31-00
ENGINE SYSTEMS
Page 15
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
75-31-00
ENGINE SYSTEMS
Page 16
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
75-32-00
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
The Variable Stator Vane (VSV) system positions the

HPC stator vanes to the appropriate angle to optimize
HPC efficiency. It also improves the stall margin during
transient engine operations.
The VSV position is calculated by the ECU using various
engine parameters, and the necessary fuel pressure is
delivered by the HMU.
The VSV system is located at the front of the HP
compressor and consists of two actuators and two
bellcrank assemblies, on both sides of the HPC case.
The actuators, located at the 2 and 8 oclock positions on

the HPC case, move four actuation rings (made in 2
halves) to change the angular position of the vanes.
Two electrical feedback sensors (LVDT), one per
actuator, transmit the VSV position to the ECU.
The right handside feedback sensor is connected to
channel A and the left handside feedback sensor to
channel B.
The variable stator stages are located inside the HPC

case and consist of :
- Inlet Guide Vanes (IGV).
- Variable Stator Vane (VSV) stages1-2-3.
EFFECTIVITY
TOC
75-32-00
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
VARIABLE STATOR
VANE ACTUATOR
ACTUATION
RINGS
HP COMPRESSOR
CASE
BELLCRANK
ASSEMBLIES
VSV SYSTEM LOCATION
CTC-211-093-00
EFFECTIVITY
TOC
75-32-00
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL

VSV linkage system.
Each VSV actuator is connected through a clevis link and
a bellcrank assembly to a master rod.
The vane actuation rings are linked to the master rod in
the bellcrank assembly, through slave rods.
The actuation ring halves, which are connected at the
splitline of the compressor casing, rotate circumferentially
about the horizontal axis of the compressor.
Movement of the rings is transmitted to the individual
vanes, through vane actuating levers.
EFFECTIVITY
TOC
75-32-00
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
VIEW A
ACTUATION RINGS (x4)
FWD
SLAVE RODS (x4)
MASTER ROD
VSV ACTUATOR
VSV LINKAGE SYSTEM
CTC-211-054-01
EFFECTIVITY
TOC
75-32-00
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
75-32-00
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
75-26-00
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
The Transient Bleed Valve (TBV) system improves the

HPC stall margin during engine starting and rapid
acceleration.
Using engine input parameters, the ECU logic calculates
when to open or close the TBV to duct HPC 9th stage
bleed air, in order to give optimum stability for transient
mode operations.
The 9th stage bleed air is ducted to the LPT stage 1
nozzle, providing an efficient start stall margin.
The ECU, working through the HMU, controls the TBV
position.
The TBV system consists of :
- The TBV, located on the HPC case, between the 7
and 8 oclock positions.
- The 9th stage air IN and OUT pipes.
EFFECTIVITY
TOC
75-26-00
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
9th STAGE IN
9th STAGE OUT
TBV
TBV SYSTEM LOCATION
CTC-211-077-01
EFFECTIVITY
TOC
75-26-00
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
75-26-00
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
HIGH PRESSURE TURBINE CLEARANCE CONTROL
EFFECTIVITY
TOC
75-21-00
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
The HPTCC system optimizes HPT efficiency through

active clearance control between the turbine rotor and
shroud and reduces compressor load during starting and
transient engine conditions.
The HPTCC system uses bleed air from the 4th and 9th
stages to cool down the HPT shroud support structure in
order to:
- maximize turbine efficiency during cruise.
- minimize the peak EGT during throttle burst.
The HPTCC valve is located on the engine core section
at the 3 oclock position.
The ECU uses various engine and aircraft sensor

information to take into account the engine operating
range and establish a schedule.
To control the temperature of the shroud at the desired
level, the ECU calculates a valve position.
This valve position is then sent by the ECU to the HMU,
which modulates the fuel pressure sent to command the
HPTCC valve.
Two sensors (LVDT), connected to the actuator, provide
the ECU with position feedback signals and the ECU
changes the valve position until the feedback matches the
schedule demand.
A thermocouple, located on the right hand side of the

HPT shroud support structure, provides the ECU with
temperature information.
EFFECTIVITY
TOC
75-21-00
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
9th STAGE
DISCHARGE
MANIFOLD
FWD
HPTCC VALVE
4th STAGE
HPTCC SYSTEM LOCATION
CTC-211-055-00
EFFECTIVITY
TOC
75-21-00
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
The HPTCC valve has integrated dual butterfly valves,

driven by a single actuator which receives the fuel
pressure from the HMU servo valve.
Each butterfly valve controls its own dedicated
compressor stage air pick-up.
The two airflows are mixed downstream of the valve and
sent through a thermally insulated manifold to the HPT
shroud support, at the 6 and 12 oclock positions.
The actuator position is sensed by a dual LVDT and sent
to both channels of the ECU.
A drain port on the valve directs any fuel leaks towards
the draining system.
EFFECTIVITY
TOC
75-21-00
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
9TH STAGE
INLET
TRAINING MANUAL
LVDT
CONNECTORS
PCR SUPPLY PORT
4TH / 9TH STAGE

OUTLET
TCC SUPPLY PORT
4TH STAGE
INLET
HPTCC VALVE
CTC-211-074-01
EFFECTIVITY
TOC
DRAIN PORT
75-21-00
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
75-21-00
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
LOW PRESSURE TURBINE CLEARANCE CONTROL
EFFECTIVITY
TOC
75-22-00
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
To ensure the best performance of the LPT at all engine

ratings, the LPTCC system uses fan discharge air to cool
the LPT case during engine operation, in order to control
the LPT rotor to stator clearances.
It also protects the turbine case from over-temperature by
monitoring the EGT.
The LPTCC system is a closed loop system, which
regulates the cooling airflow sent to the LPT case,
through a valve and a manifold.
The LPTCC valve is located on the engine core
section between the 4 and 5 oclock positions.
The LPTCC system consists of:
-an air scoop
-the LPTCC valve.
-an air distribution manifold.
-six LPT case cooling tubes.
EFFECTIVITY
TOC
75-22-00
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
AIR DISTRIBUTION MANIFOLD
LPTCC
VALVE
AIR
SCOOP
LPT CASE COOLING

TUBES (6)
LPTCC SYSTEM LOCATION
CTC-211-075-00
EFFECTIVITY
TOC
75-22-00
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
The ECU sends an electrical command, proportional to a

valve position demand, to the HMU.
The HMU changes the electrical information into fuel
pressure and sends it to the LPTCC valve.
Within the LPTCC valve, an actuator drives a butterfly,
which is installed in the airflow.
The butterfly valve position determines the amount of fan
discharge air entering the manifold and cooling tube
assembly.
A dual RVDT sensor, built in the valve, sends the valve
position to the ECU as feedback, to be compared with the
position demand.
If the valve position does not match the demand, the ECU
sends an order, through the HMU, to change the
valve state until both terms are equal.
EFFECTIVITY
TOC
75-22-00
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
ELECTRICAL
ORDER
TRAINING MANUAL
HYDRAULIC
PRESSURE
LPTCC
HMU
ECU
5J
J1 J
J9
J3
7 J1
J1
15
4 J
J2
J6
J8
4
0 J
2 J1
3 J1
1 J1
REGULATED
FAN AIR FLOW
POSITION
FEEDBACK
FAN AIR
LPTCC SYSTEM OPERATION
CTC-211-076-01
EFFECTIVITY
TOC
LPT
COOLING
MANIFOLDS
75-22-00
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
75-22-00
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
OIL GENERAL
EFFECTIVITY
TOC
79-00-00
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
OIL GENERAL
Sump philosophy
The engine has 2 sumps; the forward and aft.
The forward sump is located in the cavity provided by the
fan frame and the aft sump is located in the cavity
provided by the turbine frame.
The sumps are sealed with labyrinth type oil seals, which
must be pressurized in order to ensure that the oil is
retained within the oil circuit and, therefore, minimize oil
consumption.
Pressurization air is extracted from the primary airflow
(booster discharge) and injected between the two
labyrinth seals. The air, looking for the path with the least
resistance, flows across the oil seal, thus preventing oil
from escaping.
Any oil that might cross the oil seal is collected in a cavity
between the two seals and routed to drain pipes.
Once inside the oil sump cavity, the pressurization air
becomes vent air and is directed to an air/oil rotating
separator and then, out of the engine through the center
vent tube, the rear extension duct and the flame arrestor.
EFFECTIVITY
TOC
79-00-00
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
PRESSURIZING
PORT
OIL JET
AIR TO
CENTER
VENT
AIR SEAL
OIL SEAL
DRAIN
ROTATING
AIR/OIL
SEPARATOR
CTC-211-078-00
SEALS PRESSURIZATION PRINCIPLE
EFFECTIVITY
TOC
SCAVENGE
79-00-00
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
OIL GENERAL
The purpose of the oil system is to provide lubrication and
cooling for gears and bearings located in the engine
sumps and gearboxes.
It includes the following major components :
- an oil tank, located on the left handside of the fan
case.
- an antisiphon device, close to the oil tank cover, on
the left hand side of the tank.
- a lubrication unit assembly, installed on the
accessory gearbox.
- a master chip detector, installed on the lubrication
unit.
- a main oil/fuel heat exchanger, secured on the
engine fuel pump.
EFFECTIVITY
TOC
79-00-00
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
VEW A
OIL TANK
ANTI-SIPHON
DEVICE
MAIN OIL/FUEL
HEAT EXCHANGER
LUBRICATION
UNIT
CTC-211-094-01
OIL DISTRIBUTION COMPONENTS LOCATION
EFFECTIVITY
TOC
79-00-00
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
OIL GENERAL
The oil system is self contained and may be split into

three different circuits :
.
Oil supply circuit.
After passing through the scavenge pumps, the oil

crosses a Master Chip Detector (MCD). This unit provides
the first visual indication of contamination in the oil.
The oil is pumped from the oil tank, through an antisiphon

device, by a pressure pump within the lube unit.
The oil then goes through another scavenge screen to the

servo fuel heater and passes into the main oil/fuel heat
exchanger, before returning to the oil tank.
The oil then passes through the main filter to be

distributed to the engine sumps and gearboxes.
Oil circuit venting.
There is a back-up filter in the lube unit, in case of

clogging of the main filter.
A venting system links the oil tank, the engine sumps and
gearboxes and its purpose is to vent the air from the
scavenge pumps.
Oil scavenge circuit.

The oil is drawn from the forward and aft sumps, the AGB
and the TGB, by individual scavenge pumps, installed
within the lube unit.
A dedicated pipe connects the forward and aft sumps for

oil vapor collection and sumps pressure balancing.
The oil passes through hollow scavenge screens, which

have threaded inserts inside. The threaded inserts are for
the installation of magnetic rods which serve as metal
chip detectors during troubleshooting. These magnetic
rods enable maintenance staff to identify a particular
scavenge circuit that may have particles in suspension in
the oil. The rods must be removed after troubleshooting.
EFFECTIVITY
TOC
79-00-00
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EFG
5
TRAINING MANUAL
8
4
AIR/OIL
MIXTURE
VENTING
THROUGH
EXHAUST
PLUG
9
2
2 - ANTI SIPHON
3 - OIL QUANTITY TRANSMITTER
TGB
4 - OIL PRESS TRANSMITTER
AGB
10
1 - OIL TANK
12
5 - OIL LOW PRESS SWITCH
13
6 - FORWARD SUMP
7 - OIL TEMPERATURE SENSOR
11
8 - CENTER VENT TUBE

9 - AFT SUMP
SUPPLY CIRCUIT
AGB
DRIVE
SCAVENGE CIRCUIT
10 - LUBRICATION UNIT
11 - FILTER
12 - MASTER CHIP DETECTOR (MCD)
CIRCUIT VENTING
AGB SCAV. IN
13 - OIL-FUEL HEAT EXCHANGERS
FRONT SCAV. IN
TGB SCAV. IN
REAR SCAV. IN
OIL SYSTEM
CTC-211-095-01
EFFECTIVITY
TOC
79-00-00
ENGINE SYSTEMS
Page 7
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
79-00-00
ENGINE SYSTEMS
Page 8
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
OIL TANK
EFFECTIVITY
TOC
79-11-00
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
OIL TANK
The oil tank stores the engine oil and is installed on the
fan case, at the 8 oclock position, on one upper and two
lower mounts with shock absorbers.
The tank has an oil inlet tube from the exchanger and an
oil outlet to the lubrication unit.
The tank is vented through a duct connected to the
transfer gearbox.
To replenish the oil tank, there are a gravity filling port, a
remote filling port and an overflow port.
An electrical transmitter provides the aircraft indicating
system with the oil level, and a sight gauge can be used
for visual level checks during ground maintenance
operations.
The tank has a pressure tapping connected to a low oil

pressure switch and an 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.
Between running conditions and engine shutdown, 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.
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
A scupper drain ducts any oil spillage to the drain mast

and a plug is provided for draining purposes.
EFFECTIVITY
TOC
Max gulping effects

Min usable oil volume
Max oil total capacity
Total tank volume
8
10
20.7
24
LITERS
7.56
9.46
19.6
22.7
79-11-00
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
VIEW A
4
12
1 - OIL TANK
2 - OIL OUTLET (TO LUBE UNIT)
3 - OIL INLET (FROM EXCHANGER)
4 - VENT TUBE
5 - OIL LEVEL TRANSMITTER
6 - GRAVITY FILLING PORT
7 - REMOTE FILLING PORT
8 - REMOTE OVERFLOW PORT
9 - DRAIN PLUG
10 - SCUPPER DRAIN LINE TO DRAIN
MAST
11 - PRESSURE TAPPING FOR
INDICATING SYSTEM
12 - MOUNTS
11
6
12
1
10
9
OIL TANK
CTC-211-096-00
EFFECTIVITY
TOC
79-11-00
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
79-11-00
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
ANTI-SIPHON
EFFECTIVITY
TOC
79-20-00
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
ANTI-SIPHON
The anti-siphon device prevents oil from the oil tank being
siphoned into the accessory gearbox, during engine
shutdown.
Oil from the oil tank flows across the anti-siphon device,
through its main orifice.
During engine operation, the downstream oil pressure
from the supply pump enters the anti-siphon device,
through a restrictor.
During engine shutdown, sump air pressure is able to
enter the anti-siphon device and inhibit the oil supply
flow.
EFFECTIVITY
TOC
79-20-00
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
FWD
SUMP
REAR
SUMP
FROM FORWARD SUMP

SUPPLY LINE
A
G
B
TGB
RESTRICTOR
LUBE UNIT
TO LUBRICATION
UNIT
LUBRICATION
UNIT SUPPLY
LINE
FROM OIL TANK

SUPPLY LINE
FROM OIL TANK
ANTI SIPHON
CTC-211-098-01
EFFECTIVITY
TOC
79-20-00
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EF G
TRAINING MANUAL
EFFECTIVITY
TOC
79-20-00
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
LUBRICATION UNIT
EFFECTIVITY
TOC
79-21-10
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
LUBRICATION UNIT
The lubrication unit has two purposes :

- it pressurizes and filters the supply oil for lubrication
of the engine bearings and gears
- it pumps in scavenge oil to return it to the tank.
It is installed on the left hand side of the AGB front face.
Externally, the lubrication unit has :
- a suction port (from the oil tank).
- four scavenge ports (aft & fwd sumps, TGB, AGB).
- four scavenge screen plugs.
- an oil out port (to master chip detector).
- a main oil supply filter.
- a back-up filter.
- pads for the oil temperature sensor and the oil
differential pressure switch.
Internally, it has 5 pumps driven by the AGB, through a
single shaft. The lube unit is lubricated with supply pump
outlet oil, which flows within the drive shaft.
The AGB mounting pad has no carbon seal and the lube
unit has an O-ring for sealing purposes.
EFFECTIVITY
TOC
79-21-10
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
SCAVENGE SCREEN PLUGS

OIL TEMP. SENSOR
OIL FROM
AFT SUMP
CLOGGING INDICATOR
TRANSMITTER
(ELECTRICAL)
OIL FROM TGB
MAIN FILTER
OIL FROM
FWD SUMP
OIL TO FWD SUMP
OIL FROM AGB

OIL TO AGB-TGB
OIL TO AFT SUMP
O-RING
SUCTION FROM
OIL TANK
OIL OUT PORT TO MASTER

CHIP DETECTOR
BACK-UP
FILTER
LUBRICATION UNIT INTERFACE
CTC-211-099-00
EFFECTIVITY
TOC
79-21-10
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
LUBRICATION UNIT
Supply filters.
In the supply circuit, downstream from the pressure
pump, oil flows through the supply system which
includes, first, the main oil supply filter.
A sensor, installed in between the upstream and
downstream pressures of the supply filter, senses any rise
in differential pressure due to filter clogging.
If the filter clogs, an electrical signal is sent to the aircraft
systems for cockpit indication.
A by-pass valve, installed in parallel with the filter, opens
when the differential pressure across the valve is greater
than the spring load.
The back-up filter is a metallic, washable filter.

During normal operation, the oil flow, tapped at the main
supply filter outlet, washes the back-up filter and goes
back to the supply pump inlet, through a restrictor.
The main filter is discardable and secured on the lube
unit cover by a drain plug.
To prevent the filter element from rotating when torquing
the drain plug, a pin installed on the filter element
engages between two ribs cast in the lube unit cover.
The oil then flows through the back-up filter and goes to
the pump outlet.
EFFECTIVITY
TOC
79-21-10
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
MAIN SUPPLY
FILTER
LUBE
UNIT
CLOGGING
SENSOR
LUBE UNIT
BACK-UP
FILTER
C
BACK-UP
FILTER
BY-PASS
VALVE
SUPPLY
PUMP
OIL TEMP
SENSOR
AGB
DRIVE
INPUT
MAIN FILTER
PIN
DRAIN
PLUG
SUPPLY FILTERS
CTC-211-100-01
EFFECTIVITY
TOC
COVER
79-21-10
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
LUBRICATION UNIT
Oil scavenge.
In the scavenge circuit, the oil/air mixture is pumped from
each engine sump by a dedicated pump, and passes
through separate scavenge screens, installed on plugs.
Between the forward sump and AGB screens and their
respective scavenge pumps, there is a connection with a
pressure relief valve to allow the oil supply flow to enter
the scavenge circuit, in case of overpressure.
The scavenge pumps downstream oil flows to a common
outlet, and then to the Master Chip Detector (MCD).
Internal lube unit lubrication is through a built-in system
using engine oil from the supply circuit.
EFFECTIVITY
TOC
79-21-10
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EFG
SCAVENGE
SCREEN
FROM
AFT SUMP
FROM
TGB
FROM
FWD SUMP
TRAINING MANUAL
FROM
AGB
C
AGB DRIVE
INPUT
SCAVENGE
PUMP
TO SERVO FUEL
HEATERS OIL TANK
MASTER
CHIP DETECTOR
VISUAL INDICATOR
A/C 28VDC
CTC-211-111-01
LUBE UNIT OIL SCAVENGE CIRCUIT
EFFECTIVITY
TOC
79-21-10
ENGINE SYSTEMS
Page 7
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
LUBRICATION UNIT
Scavenge screen plugs.

The scavenge screen plugs have threaded inserts for the
installation of magnetic bars which serve as metal chip
detectors during troubleshooting.
These magnetic bars enable maintenance staff to identify
a particular scavenge circuit that may have particles in
suspension in the oil.
Note: The magnetic bars can only be used with the A/C
on ground and must be removed after troubleshooting.
EFFECTIVITY
TOC
79-21-10
ENGINE SYSTEMS
Page 8
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
LUBRICATION
UNIT
FWD
LUBRICATION
UNIT HOUSING
OPTIONAL
MAGNETIC BAR
SCAVENGE SCREEN
PLUG
OPTIONAL
MAGNETIC BAR
SCAVENGE SCREEN
PLUG
SCAVENGE SCREEN PLUGS
CTC-211-134-00
EFFECTIVITY
TOC
79-21-10
ENGINE SYSTEMS
Page 9
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
79-21-10
ENGINE SYSTEMS
Page 10
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
79-21-50
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
The Master Chip Detector (MCD) collects magnetic

particles suspended in the oil that flows from the common
outlet of the four scavenge pumps, by means of two
magnets on a probe immersed in the oil flow.
It is installed on the lubrication unit and is connected to an
oil contamination pop-out indicator, through the DPM
wiring harness.
The probe is locked in position through a bayonet system.
When a sufficient amount of particles are caught, the gap
between the 2 magnets is bridged and the resistance
between them drops. This electrical signal is then sent to
the contamination pop-out indicator.
The MCD assembly consists of :
- a housing which has two flanges for attachment.
- a check valve, built in the housing, that prevents oil
spillage when the probe is removed and also
provides a passage for the oil flow, in case of chip
detector disengagement.
- a hand removable probe, which has a back-up seal,
an O-ring seal, and two magnets.
- a two-wire, shielded electrical cable and an interface
connector.
EFFECTIVITY
TOC
79-21-50
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
GAP
MAGNETS
LUBRICATION
UNIT
O-RING
BAYONET
ATTACHMENT
SLOT
GASKET
GASKET
INTERFACE
CONNECTOR
STRAIGHT
CONNECTOR
MASTER CHIP
DETECTOR
HOSE TO
SERVO-FUEL
HEATER
CTC-211-101-00
EFFECTIVITY
TOC
LOCATING PIN
79-21-50
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
79-21-50
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
MAGNETIC CONTAMINATION INDICATOR
EFFECTIVITY
TOC
79-21-60
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
MAGNETIC CONTAMINATION INDICATOR
The magnetic contamination indicator works in

conjunction with the MCD and its purpose is to provide
maintenance personnel with a visual indication of oil
circuit contamination.
The indicator is an electro-mechanical device, located on
the right hand side of the downstream fan case, just
above the oil tank.
When magnetic contamination in the oil occurs, an
electronic circuit in the indicator detects a drop in
resistance between the two magnets on the MCD probe.
The electronic circuit then energizes a solenoid which
triggers a red pop-out button, thus providing a visual
indication.
After maintenance action, the pop-out button must be
manually reset.
It has 2 electrical connectors :
- One for the wiring harness connected to the MCD
- One for the harness connecting the indicator to the
EIU.
EFFECTIVITY
TOC
79-21-60
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
A/C 28 VDC
DPM CABLE
VIEW A
ELECTRICAL
INTERFACE
OIL TANK
MASTER CHIP
DETECTOR (MCD)
LUBRICATION
UNIT
CTC-211-102-01
OIL CONTAMINATION POP-OUT INDICATOR
EFFECTIVITY
TOC
79-21-60
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
79-21-60
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
OIL INDICATING COMPONENTS
EFFECTIVITY
TOC
79-30-00
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
OIL INDICATING COMPONENTS
The purpose of the oil indicating components is to provide

system parameters information to the aircraft systems, for
cockpit indication and, if necessary, warning.
The system includes mainly :
- an oil quantity transmitter.
- an oil temperature sensor.
- an oil pressure transmitter.
- an oil low pressure switch.
EFFECTIVITY
TOC
79-30-00
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
OIL LOW PRESSURE

SWITCH
OIL PRESSURE
TRANSMITTER
FWD
OIL QUANTITY
TRANSMITTER
OIL TEMPERATURE
SENSOR
INDICATING COMPONENTS
CTC-211-103-00
EFFECTIVITY
TOC
79-30-00
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
79-30-00
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
OIL QUANTITY TRANSMITTER
EFFECTIVITY
TOC
79-31-00
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
The oil quantity transmitter provides indication of the oil

level to the cockpit, for oil system monitoring.
The transmitter is installed on the top of the engine oil
tank and has an electrical connection to the aircraft EIU.
The lower section of the oil quantity transmitter is
enclosed in the tank. Within this section is a device which
transforms the oil level into a proportional electrical
signal.
EFFECTIVITY
TOC
79-31-00
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
OIL QUANTITY
TRANSMITTER
OIL TANK
CTC-211-104-00
EFFECTIVITY
TOC
79-31-00
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
79-31-00
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
OIL TEMPERATURE SENSOR
EFFECTIVITY
TOC
79-32-00
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
The oil temperature sensor transmits the engine oil

temperature to the aircraft indicating system and is
installed on the engine lubrication unit.
A sensing probe transforms the oil temperature into an
electrical signal, which is routed through a connector to
the aircraft indicating system and cockpit, for display.
In case of a problem with the oil temperature sensor, the
A/C system is able to use information from the TEO
sensor as a backup signal. The opposite is not possible.
The oil temperature sensor has :
- a flange, designed for one-way installation.
- a straight connector, providing the electrical interface
between the sensor and the A/C, through an
electrical harness.
EFFECTIVITY
TOC
79-32-00
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
OIL TEMPERATURE
SENSOR
LUBRICATION
UNIT HOUSING
OIL
TEMPERATURE
INDICATION
A/C
OIL FLOW
TEMPERATURE
SENSING ELEMENT
LUBRICATION UNIT
CTC-211-105-00
EFFECTIVITY
TOC
79-32-00
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
79-32-00
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
OIL PRESSURE TRANSMITTER AND OIL LOW PRESSURE SWITCH
EFFECTIVITY
TOC
79-33-00
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
OIL PRESSURE TRANSMITTER AND OIL LOW

PRESSURE SWITCH
The oil pressure transmitter and oil low pressure switch

transmit information to the aircraft systems for cockpit
indication and oil system monitoring.
They are installed on the left handside of the engine fan
case, above the oil tank, at about the 9 oclock position.
They have 2 connecting tubes and 2 electrical
connections :
- one tube to the forward sump oil supply line
- one tube to the vent circuit, through the oil tank
- one connection to the aircraft indicating systems
- one connection to the Flight Warning Computer
(FWC).
EFFECTIVITY
TOC
79-33-00
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
OIL PRESSURE
TRANSMITTER
OIL LOW PRESSURE

SWITCH
CTC-211-106-00
OIL PRESSURE TRANSMITTER AND LOW PRESSURE SWITCH
EFFECTIVITY
TOC
79-33-00
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
79-33-00
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
POWER PLANT DRAINS
EFFECTIVITY
TOC
71-70-00
BASIC ENGINE
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
POWER PLANT DRAINS
Lines are provided on the engine to collect waste fluids

and vapours that come from engine systems and
accessories and drain them overboard.
The system consists of a drain collector assembly (not
shown), a drain module and a drain mast.
EFFECTIVITY
TOC
71-70-00
BASIC ENGINE
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
VIEW A
DRAIN MODULE
DRAIN MAST
DRAIN MAST
CTC-211-107-00
EFFECTIVITY
TOC
71-70-00
BASIC ENGINE
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
POWER PLANT DRAINS (CONTINUED)
Drain collector assembly

The drain collector assembly is attached to the aft side of
the engine gearbox.
It is composed of 4 drain collectors with manual drain
valves and 2 holding tanks.
The drain collectors enable leakages to be collected
separately from 4 seals :
- fuel pump
- IDG
- starter
- hydraulic pump
Each collector is identified with the accessory seal pad to
which it is connected.
The manual drain valves are installed at the bottom of
each collector, enabling the source of leakages to be
found during troubleshooting.
The collector retains fluids until it is full, then the overflow
goes to 2 tanks, called the fuel/oil holding tank and the oil/
hydraulic holding tank. The first receives the fuel pump
overflow and the second receives the IDG, starter and
hydraulic pump overflows.
EFFECTIVITY
TOC
71-70-00
BASIC ENGINE
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
VIEW A
FROM FUEL PUMP PAD
1
4
FROM FUEL / OIL HOLDING TANK

TO DRAIN MODULE
MANUAL DRAIN VALVE
FROM HYDRAULIC
PUMP PAD
FROM IDG PAD
FROM STARTER PAD
FROM OIL / HYDRAULIC HOLDING TANK

TO DRAIN MODULE
DRAIN
DRAIN COLLECTOR ASSEMBLY
CTC-211-108-00
EFFECTIVITY
TOC
71-70-00
BASIC ENGINE
Page 5
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
POWER PLANT DRAINS (CONTINUED)
Drain module
The drain module is directly attached to the aft side of
the engine gearbox and supports the drain mast.
It receives the overflow from the drain collector
assembly. A valve pressurizes the holding tanks and
enables fluid to be discharged overboard through the
drain mast.
It also receives fluids that are discharged directly
overboard through the drain mast :
- the oil tank scupper
- the forward sump
- the fan case
- the oil/fuel heat exchanger
- the VBV
- the VSV
- the turbine clearance control
- the aft sump
- the 6 oclock fire shield
- FRV
EFFECTIVITY
TOC
71-70-00
BASIC ENGINE
Page 6
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FROM HEAT EXCHANGER

VIEW A
FROM FUEL RETURN VALVE
A
FROM OIL TANK SCUPPER
PRESSURE
VALVE
FROM DRAIN
COLLECTOR ASSEMBLY
DRAIN MAST
DRAIN AND DRAIN MAST
CTC-211-109-00
EFFECTIVITY
TOC
71-70-00
BASIC ENGINE
Page 7
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
71-70-00
BASIC ENGINE
Page 8
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
THRUST REVERSER
EFFECTIVITY
TOC
78-30-00
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
THRUST REVERSER
The Thrust Reverser (T/R) system provides additional

aerodynamic breaking during aircraft landing.
It can only be operated on ground, with the engines at idle
speed and the throttle lever in the reverse position.
The fan thrust reverser is part of the exhaust system and
is located just downstream of the fan frame. It consists of
blocker doors opening on cockpit order.
In direct thrust configuration, during flight, the cowlings
mask the blocker doors, thus providing fan flow ducting.
In reverse thrust configuration, after landing, the blocker
doors are deployed in order to obstruct the fan duct. The
fan flow is then rejected laterally with a forward velocity.
EFFECTIVITY
TOC
78-30-00
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
DURING FLIGHT
AFTER TOUCH DOWN
THRUST REVERSER OPERATION
CTC-211-135-00
EFFECTIVITY
TOC
78-30-00
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
THRUST REVERSER
The Thrust Reverser (T/R) is part of the nacelle and fully

controlled by the ECU, using information from the cockpit
throttle assembly and A/C computers.
The blocker doors are monitored in the open or closed

positions by a series of deploy and stow switches, which
provide the ECU with T/R door positioning :
The T/R consists of :
Stow switches.
- the hydraulic system.

- the C-ducts and blocker doors.
- the actuators.
- deploy and stow switches.
A test is available through the MCDU menus, to check
some T/R components. To perform this test, the
conditions are:
- aircraft on ground.
- engine not running.
EFFECTIVITY
TOC
TRS1
All switches open = 4 doors unstowed
One switch closed = at least one door stowed
TRS2
All switches open = 4 doors stowed
One switch closed = at least one door unstowed
Deploy switches.
Any switch open = at least one door not deployed
All switches closed = all doors deployed
78-30-00
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
UNLOCKED
UNSTOWED
STOW
SWITCHES
1
STOWED
LOCKED
DEPLOY SWITCHES
1
DOORS
DOORS
3
ECU
4
RETURN
TRS1
TRS2
STOW/DEPLOY SWITCHES
CTC-211-110-00
EFFECTIVITY
TOC
78-30-00
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
78-30-00
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
INDICATING SYSTEM
EFFECTIVITY
TOC
77-00-00
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
INDICATING SYSTEM
Engine indicating systems.

The engine is equipped with sensors that monitor :
- temperature
- pressure
- speed
- vibration
- fuel flow
It also has switches that provide indication for :
- oil, fuel clogging.
- thrust reverser hydraulic pressure.
- position (SAV, T/R, Overspeed governor, etc.).
Depending on the data transmitted, messages are
generated on the following devices :
- Upper ECAM : Engine Warning Display (EWD).
- Lower ECAM : Systems Display (SD).
- Master caution, master warning.
- Audible chimes and oral warning.
These messages are used to run the engine under
normal conditions throughout the operating range, or to
provide warning messages to the crew and maintenance
personnel.
The master caution and warning are located in front of the
pilot on the glareshield panel.
EFFECTIVITY
TOC
77-00-00
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
VIEW B
ENGINE WARNING DISPLAY
10
81.5
N1
%
5 10 EGT
C
670
92.5
5070
N2
%
F.F
FLX 84.6% 35 C
5 10
FLAP
11.5
ENGINE
0
VIB (N1)
0.0 0.0
20
0
11.5
92.7
OIL PRESS.
APU AVAIL
- ENG 1 (2) AUTO START

FAULT
- ENG 1 (2) EGT OVERLIMIT
- ENG MASTER 1 (2) ...OFF
PSI
100
0
100
0
OIL TEMP.
20
NAC
C
20
TAT +19 C
SAT +18 C
CLOG CLOG
NAC TEMP.
VIEW A
VIB (N2)
0.0 0.0
OIL FILTER
5070
STS
OIL
QT
20
FOB : 39600 LBS
665
F USED
KG
81.4
ADV
ENGINE SYSTEM PAGE
10
KG/H
MESSAGE
AREA
TRAINING MANUAL
20
20
F FILTER
CLOG CLOG
GW 132000 LBS
23 H 56
IGN
SAV
A
MASTER
PSI 34
IGN
B
35 PSI
WARN
TAT +19 C
SAT +18 C
GW 132000 LBS
23 H 56
MASTER
CAUT
ENGINE INDICATING SYSTEM
CTC-211-112-00
EFFECTIVITY
TOC
77-00-00
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
INDICATING SYSTEM
Aircraft computers.
The aircraft computers that are linked to the engine are :
-
2
3
2
2
1
System Data Acquisition Concentrators (SDAC).

Display Monitoring Computers (DMC).
Flight Warning Computers (FWC).
Engine Interface Units (EIU).
Engine Vibration Monitoring Unit (EVMU) .
EFFECTIVITY
TOC
77-00-00
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
ACCELEROMETER 1
ACCELEROMETER 2
N1 SPEED
N2 SPEED
TRAINING MANUAL
SDAC 1
EVMU
SDAC 2
OIL QUANTITY
OIL PRESSURE
FUEL FILTER CLOG
OIL FILTER CLOG
N1 SPEED
N2 SPEED
EGT
FUEL FLOW
T/R SWITCHES
SAV SWITCHES
IGNITION
ECU
DMC 2
EIU 1
EIU 2
FWC 1
FWC 2
ENGINE INDICATING SYSTEM DESCRIPTION
EFFECTIVITY
TOC
LOWER
ECAM
DMC 3
NACELLE TEMP.
OIL TEMP.
OIL QUANTITY
OIL PRESSURE SWITCH
CTC-211-113-00
UPPER
ECAM
DMC 1
77-00-00
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
INDICATING SYSTEM
Fuel indicating
The fuel flow transmitter sends electrical analog signals
to the ECU channels A and B.
These signals are then digitized inside the ECU and sent
to the A/C, through ARINC 429, for fuel flow and fuel
used indication, as follows :
- through the DMCs N 1, 2, and 3, for display on the
ECAM.
- through the FWC,s N 1 and 2, for warning activation
and display on the ECAM.
EFFECTIVITY
TOC
77-00-00
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
" FUEL FLOW "

INDICATION
3
2
CH A
DMC 1
FUEL
FLOWMETER
ECU
2
FWC 1
CH B
" FUEL USED "

INDICATION
FUEL INDICATING
CTC-211-114-00
EFFECTIVITY
TOC
77-00-00
ENGINE SYSTEMS
Page 7
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
INDICATING SYSTEM
Fuel flow
Fuel flow information is always indicated on the upper
ECAM, Engine/Warning Display (E/WD).
It is displayed in a green color.
In case of invalid fuel flow information, the digital
indication is replaced by two amber crosses.
This lack of valid data happens when the ECU power is
off. This is the case on the ground, five minutes after the
last engine shut down.
EFFECTIVITY
TOC
77-00-00
ENGINE SYSTEMS
Page 8
Dec 00
CFM56-5B
EFG
10
81.5
N1
%
5 10 EGT
C
670
10
FLX 84.6 % 35C
81.4
5 10
FOB : 39600 LBS
665
92.5
N2
%
92.7
5070
FF
LBS/H
5070
IGNITION
SEAT BELTS
NO SMOKING
TRAINING MANUAL
FLAP
3
ADV
F
FUEL FLOW
INVALIDITY
APU AVAIL
XX
XX
N2
%
FF
KG/H
STS
FUEL INDICATING
CTC-211-115-01
EFFECTIVITY
TOC
77-00-00
ENGINE SYSTEMS
Page 9
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
INDICATING SYSTEM
Fuel used
Fuel used information is indicated on the lower ECAM
System Display (SD), during start and cruise conditions.
The fuel used is computed by the ECU from engine start
to engine shut-down and automatically reset at the next
engine start.
It is displayed in a green color.
The indication is amber-dashed if the value from the A/C
computers does not correspond to the value sent by the
ECU.
EFFECTIVITY
TOC
77-00-00
ENGINE SYSTEMS
Page 10
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ENGINE
10100
F USED
KG
20
0
11.5
100
0
OIL
QT
10200
20
0
FUEL USED
VIB (N2)
1.2 1.3
A/C VALUE =
ECU ACTUAL
VALUE
OIL FILTER
PSI
100
0
42
11.5
VIB (N1)
0.8 0.9
CLOG CLOG
44
C
15
105
TAT +19 C
SAT +18 C
NAC
C
20
F FILTER
90
CLOG CLOG
23 H 56
G.W 6C300 KG
C.G 281 %
FUEL INDICATING
CTC-211-116-01
EFFECTIVITY
TOC
F USED
10100 KG
77-00-00
ENGINE SYSTEMS
Page 11
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
INDICATING SYSTEM
Oil indicating.
Major parameters for monitoring the oil system are
provided to the aircraft system such as :
- quantity
- temperature
- pressure
- low pressure warning
- filter clogging.
EFFECTIVITY
TOC
77-00-00
ENGINE SYSTEMS
Page 12
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ENGINE
1530
OIL
QUANTITY
INDICATION
OIL
PRESSURE
INDICATION
F USED
KG
OIL
QT
20
0
11.5
15
NAC
C
TAT +19 C
SAT +18 C
OIL FILTER CLOG

(WHITE AND AMBER)
WARNING
OIL FILTER
100
CLOG CLOG
44
20
F FILTER
90
CLOG CLOG
23 H 56
G.W 6C300 KG
C.G 281 %
OIL GENERAL INDICATING
CTC-211-117-01
EFFECTIVITY
TOC
11.5
VIB (N2)
1.2 1.3
C
105
OIL
TEMPERATURE
INDICATION
42
VIB (N1)
0.8 0.9
20
PSI
100
0
1560
77-00-00
ENGINE SYSTEMS
Page 13
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
INDICATING SYSTEM
Oil quantity
During engine operation, the oil quantity is shown in
green on the lower ECAM System Display in the cockpit.
If the oil quantity drops below 1.8 quarts, the indication
flashes green. This indication corresponds to 3 flight
hours at the maximum consumption rate.
EFFECTIVITY
TOC
77-00-00
ENGINE SYSTEMS
Page 14
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
OIL QUANTITY INDICATION

(ANALOG AND DIGITAL)
1530
F USED
KG
ENGINE
1560
VIB (N1)
0.8 0.9
20
0
11.5
100
0
OIL
QT
20
0
VIB (N2)
1.2 1.3
OIL FILTER
PSI
100
0
42
11.5
44
CLOG CLOG
C
15
105
NAC
C
TAT +19 C
SAT +18 C
20
F FILTER
90
CLOG CLOG
23 H 56
G.W 6C300 KG
C.G 281 %
LOWER ECAM
OIL QUANTITY DISPLAY
CTC-211-118-01
EFFECTIVITY
TOC
77-00-00
ENGINE SYSTEMS
Page 15
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
INDICATING SYSTEM
Oil temperature.
During engine operation, various warnings are given in
the cockpit if the oil temperature reaches specified
exceedance thresholds.
If the oil temperature exceeds 140C for more than 15
minutes, or exceeds 155C, the following occurs :
- Oil temperature value flashes in amber color.
- Caution message OIL HI TEMP is displayed.
- MASTER CAUT (amber) lights up with an Audio
warning (single chime).
If the oil temperature is lower than -10C, the following
occurs :
- Caution message OIL LO TEMP is displayed.
- MASTER CAUT (amber) lights up with an Audio
warning (single chime).
EFFECTIVITY
TOC
77-00-00
ENGINE SYSTEMS
Page 16
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ENGINE
1530
F USED
KG
20
0
11.5
100
0
OIL
QT
1560
20
0
PSI
100
0
42
11.5
44
VIB (N1)
0.8 0.9
VIB (N2)
1.2 1.3
OIL FILTER
CLOG CLOG
C
15
105
TAT +19 C
SAT +18 C
F FILTER
CLOG CLOG
90
23 H 56
G.W 6C300 KG
C.G 281 %
OIL TEMPERATURE INDICATION
CTC-211-119-01
EFFECTIVITY
TOC
20
NAC
C
77-00-00
ENGINE SYSTEMS
Page 17
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
INDICATING SYSTEM
Oil pressure indication.

The pressure range is from 0 to 100 psid.
The oil pressure indications are normally displayed in
green colour and become red if the pressure drops below
13 psid (low pressure limit).
If the oil pressure exceeds 90 psid, the indication flashes
green.
Oil low pressure indication.

If the differential pressure drops below 13 psid, the oil low
pressure switch closes, and :
- Oil pressure indication is displayed in red.
- OIL LO PRessure message is displayed on the
EWD.
- MASTER WARNING light flashes with audio
warning activated.
EFFECTIVITY
TOC
77-00-00
ENGINE SYSTEMS
Page 18
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
411VU
ENGINE
1530
F USED
KG
20
0
11.5
100
0
OIL
QT
CHRONO
CHRONO
SIDE STICK PRIORITY
SIDE STICK PRIORITY
CAPT
F/O
MASTER
WARN
1560
VIB (N1)
0.8 0.9
20
0
PSI
44
MASTER
CAUT
VIB (N2)
1.2 1.3
11.5
100
0
42
412VU
OIL FILTER
CLOG CLOG
C
15
105
TAT +19 C
SAT +18 C
NAC
C
20
F FILTER
90
CLOG CLOG
23 H 56
G.W 6C300 KG
C.G 281 %
ENG "X" OIL LO PR
EWD
OIL LOW PRESSURE
CTC-211-120-01
EFFECTIVITY
TOC
77-00-00
ENGINE SYSTEMS
Page 19
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
INDICATING SYSTEM
Thrust reverser.
When the thrust reverser is selected, indication is
available for the crew on the upper ECAM system.
In deploy mode :
- A box with REV appears when reverse is selected.
This box is displayed in the N1 dial indication.
- The REV indication is displayed in amber colour
when the throttle is in the reverse range and the
blocker doors are not 95% deployed.
- The REV indication is displayed in green colour
when the doors are fully deployed.
In stow mode :
- The REV indication is still displayed during the stow
operation.
- The REV indication is displayed in amber colour
when the doors are restowed.
EFFECTIVITY
TOC
77-00-00
ENGINE SYSTEMS
Page 20
Dec 00
CFM56-5B
EFG
5
10
REV
36.4
N1
%
5 10 EGT
C
275
64
2000
N2
%
F.F
TRAINING MANUAL
10
REV
36.4
5 10
275
FOB : 18000 KG
S
FLAP
64
2000
FULL
KG/H
1/ REV INDICATION DURING DEPLOY PHASE :

REV DISPLAYED IN AMBER WHEN THE THROTTLE IS IN THE REVERSE
RANGE AND THE BLOCKER DOORS ARE NOT 95% DEPLOYED.
REV DISPLAYED IN GREEN WHEN THE DOORS ARE FULLY DEPLOYED
2/ REV INDICATION DURING STOW OPERATION :
REV DISPLAYED IN AMBER WHEN THE DOORS ARE RESTOWED
T/R INDICATING
CTC-211-121-00
EFFECTIVITY
TOC
77-00-00
ENGINE SYSTEMS
Page 21
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
INDICATING SYSTEM
Vibration
The vibration and speed signals provided from EVMU/
SDAC/DMC computers are displayed in green on the
lower ECAM system on the :
- Engine page.
- Cruise page.
If an indication is not available, the corresponding
indication is replaced by 2 amber crosses.
When the advisory level is reached, the indication flashes
bright and normal to catch the crews attention. The
advisory levels are :
- Vib N1 above 6 units.
- Vib N2 above 4.2 units.
The tracking of vibration is theoretically done in Mils for
LP rotor and IPS for HP rotor.
In order to avoid two different types of unit indication
being provided to the crew, the two values for LP and HP
vibration are transformed and displayed in cockpit units.
EFFECTIVITY
TOC
77-00-00
ENGINE SYSTEMS
Page 22
Dec 00
CFM56-5B
EFG
1530
F USED
KG
ENGINE
ENGINE
VIB (N1)
1560
0.8 0.9
OIL
QT
20
0
11.5
100
0
20
0
PSI
42
11.5
100
0
44
C
15
20
A
PSI 35
TAT +19 C
SAT +18 C
IGN
TRAINING MANUAL
VIB (N1)
1530
F.FLOW
KG/N
115
OIL
QT
VIB (N2)
1.2 1.3
AIR
CLOG CLOG
115
1.2 1.3
500
LOG ELEV AUTO

V/S
CKPT
20
FWD C AFT
22
23
18
FT
FT/SEC
250
CAB ALT
19
UP
FT
4150
CLOG CLOG
34 PSI
G.W 60300 KG
23 H 56
TAT +19 C
SAT +18 C
ENGINE PAGE
G.W 60300 KG
23 H 56
CRUISE PAGE
VIBRATION INDICATING
CTC-211-122-01
EFFECTIVITY
TOC
VIB (N2)
OIL FILTER
F FILTER
0.8 0.9
1560
77-00-00
ENGINE SYSTEMS
Page 23
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
77-00-00
ENGINE SYSTEMS
Page 24
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
CENTRALIZED FAULT AND DISPLAY SYSTEM
EFFECTIVITY
TOC
77-00-00
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
Centralized Fault and Display System (CFDS).

The CFDS collects all the information concerning the
aircraft and engine failures.
The system is made up of the following components :
- The Centralized Fault Display Interface Unit
(CFDIU), which is the aircraft maintenance
computer.
- The Multi-Purpose Control and Display Unit
(MCDU), which is an interface computer between
the crew and maintenance personnel and the
aircraft systems.
-The printer, which is located behind the throttle
assembly.
Two MCDUs are installed on the cockpit console on
each side of the throttles.
EFFECTIVITY
TOC
77-00-00
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
ECU
EIU
ECAM
CFDS
CFDIU
PRINTER
MCDU'S
CFDS SYSTEM
CTC-211-123-00
EFFECTIVITY
TOC
LAST LEG
REPORT
77-00-00
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
The reporting functions provided by the CFDS are :

- The last leg report.
- The last leg ECAM report.
- The previous leg report.
- The post flight report.
EFFECTIVITY
TOC
77-00-00
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
CFDS MENU
< LAST LEG REPORT
< LAST LEG ECAM REPORT
< PREVIOUS LEGS REPORT
ENGINE 1 MAIN MENU
< AVIONICS STATUS

< SYSTEM REPORT/TEST
POST FLT
* SEND
REP
DIR
PROG
PERF
INIT
F-PLN
RAD
NAV
FUEL
PRED
SEC
F-PLN
AIR
PORT
+/-
< LAST LEG

REPORT
< PREV LEGS
REPORTS
< LRU IDENT
REPORT
< TROUBLE SHOOTING
REPORT
< CLASS 3
REPORT
< RETURN
PRINT *
DATA
OFF
MCDU
MENU
SP
OVFY
CLR
T / R TEST >
FADEC TEST >
SCHEDULED MAINT >

REPORT
PRINT >
CFDS REPORTING SYSTEM
CTC-211-124-01
EFFECTIVITY
TOC
IGN TEST >
77-00-00
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
77-00-00
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
VIBRATION SENSING
EFFECTIVITY
TOC
77-31-00
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
VIBRATION SENSING
Sensing system introduction.
The engine vibration sensing system enables the crew to
monitor engine vibration on the ECAM system, and also
provides maintenance staff with the following :
-
Vibration indication.
Excess vibration (above advisory levels).
Storage of balancing data.
Bite and MCDU communication with other A/C
systems.
- Accelerometer selection.
- Frequency analysis for component vibration search.
EFFECTIVITY
TOC
77-31-00
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
VIBRATION
INDICATING
AND EXCESS
FAN
BALANCING
FREQUENCY
ANALYSIS
BITE AND
MCDU
COMMUNICATION
INTRODUCTION TO VIBRATION SENSING
EFFECTIVITY
TOC
STORAGE OF
BALANCING
DATA
ENGINE VIBRATION
ACCELEROMETER
SELECTION
CTC-211-125-00
TRAINING MANUAL
77-31-00
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
VIBRATION SENSING
Engine/aircraft vibration systems.

The engine/aircraft vibration sensing system is made up
of the following devices :
- The #1 bearing vibration sensor.
- The Turbine Rear Frame (TRF) vibration sensor.
Note :The vibration information produced by these two
accelerometers is only provided to the EVMU.
- The Engine Vibration Monitoring Unit (EVMU),
which interfaces with engine and aircraft systems.
The CFDS system is accessible through the MCDUs and

is used to :
- recall and print previous leg events.
- initiate tests.
- reconfigure engine sensors.
The AIDS system is also accessible through the MCDUs
and is used to perform :
- troubleshooting.
- condition monitoring.
Vibration information is provided to the following :

- The ECAM system, for real time monitoring.
- The CFDS (Centralized Fault Display System).
- The AIDS (Aircraft Integrated Data System).
EFFECTIVITY
TOC
77-31-00
ENGINE SYSTEMS
Page 4
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
MCDU MENU
(ACT)
< FMS
LINK
< DATA
< CFDS
N1 SPEED
SENSOR
<AIDS
CFDS
SELECT DESIRED SYST
N2 SPEED
SENSOR
DIR
PROG
PERF
INIT
F-PLN
RAD
NAV
FUEL
PRED
SEC
F-PLN
AIR
PORT
1 BRG VIB
SENSOR
TRF VIB
SENSOR
AIDS
+/-
DATA
OFF
MCDU
MENU
E
J
SP
OVFY
CLR
EVMU
AS
ABOVE
ENGINE 2
AIRCRAFT
COMPUTERS
ECAM'S
PRINTER
CTC-211-126-00
ENGINE/AIRCRAFT VIBRATION SYSTEMS
EFFECTIVITY
TOC
77-31-00
ENGINE SYSTEMS
Page 5
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
VIBRATION SENSING
EVMU description.
The EVMU, which is located in the aircraft electronic bay,
receives analog signals from the engine (speed and
vibration), and communicates with the other computers
(CFDS, AIDS) through ARINC 429 data busses.
The EVMU performs the following tasks :
- Rotor vibration extraction from the overall vibration
signals received.
- Vibration sensor configuration, through the CFDS
menu. The #1 bearing vibration sensor is the
default sensor.
- Computing of position and amplitude of the
unbalanced signal.
- Communication with the CFDS in normal and
maintenance mode.
- Communication with the AIDS for vibration
monitoring.
- Fan trim balance calculations for the positions and
weights of balancing screws to be installed on the
engine rear spinner cone (latest EVMUs only).
EFFECTIVITY
TOC
77-31-00
ENGINE SYSTEMS
Page 6
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
FMGC
2
DMC
2
HUDC
EIU
2
FWC
2
FAC
1
*
SDAC
2
*
GPWC
AEVC
MUX PES
MAIN
*
CIDS
2
VHF 3
VCR 1
VHF 1
ADF 1
ADF 2
FAC
2
* *
TAPE
RPDR-PES
SFCC
2
EVMU
AMU
DME
1
ATC
1
FMGC
1
FCDC 1
SEC
2
DATA
LINK
MU
FF AFS
HF1
SEC
1
ELAC
1
SDAC
1
FWC
1
DMC
3
DMC
1
EIU
1
SFCC
1
CIDS CFDIU DMU QAR DAR

1
FDIU
E LAC
2
ATC DME
2
2
VHF 2
T CAS
FCDC 2
HF2
VOR 2
AFT AVIONICS COMPARTMENT
- ROTOR VIBRATION EXTRACTION FROM SENSOR SIGNAL.

- SENSOR SELECTION THROUGH CFDS MENUS.
- IMBALANCE POSITION AND AMPLITUDE.
- COMMUNICATION WITH CFDIU (CFDS) AND DMU (AIDS).
- IMBALANCE CORRECTIVE WEIGHT CALCULATION.
N1
N2
#1 BRG VIB SENSOR

TRF VIB SENSOR
N1
ENG1
#1 BRG VIB SENSOR

TRF VIB SENSOR
ENG2
EVMU DESCRIPTION
CTC-211-129-00
EFFECTIVITY
TOC
N2
77-31-00
ENGINE SYSTEMS
Page 7
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
VIBRATION SENSING
EVMU operation.
The normal mode of operation allows the system to :
- display the vibration information on the ECAM.
- provide fault information when advisory levels are
reached, or exceeded.
- provide flight recordings.
Vibration recordings are made at five different engine
speeds to provide information for fan trim balance
procedures and frequency analysis.
They are also transmitted to the AIDS system to be
included in the printing of all the reports, such as cruise,
or take-off.
EFFECTIVITY
TOC
77-31-00
ENGINE SYSTEMS
Page 8
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
VIBRATION PROCESSING
NORMAL MODE
ECAM
COCKPIT
DISPLAY
FAULT INFORMATION
-ADVISORY INFORMATION
FOR CREW
EVMU OPERATION
CTC-211-130-00
EFFECTIVITY
TOC
FLIGHT RECORDING
- 5 SPEEDS RECORDING
- AIDS COMMUNICATION
FOR REPORT
77-31-00
ENGINE SYSTEMS
Page 9
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
VIBRATION SENSING
EVMU operation (continued).

The maintenance mode (CFDS mode) of operation,
through the MCDU menu, allows maintenance staff to
obtain, or print the following :
First page :
- Last leg report : lists the LRUs detected faulty during
the last leg.
- Previous leg report : lists the LRUs detected faulty
during the legs (max 62) previous to the last leg.
- LRU identification : provides the unit part number
and manufacturer name.
- Class 3 failures : lists the LRUs detected faulty
during a ground test. Only the last 3 failures
detected are displayed.
- Test : enables a complete check of the EVM system.
If no failure has been detected, the message TEST
OK is displayed. If any failure has been detected
the failed LRU is displayed.
EFFECTIVITY
TOC
Second page :
- Accelerometer reconfiguration : allows selection of
the accelerometer (fan no. 1 bearing or TRF) to be
used for the next flights. The EVMU also indicates
which accelerometer is in operation.
- Engine unbalance : allows selection of 5 different
speeds per engine (from 50% to 100% N1 RPM) at
which unbalance data is stored. It also enables
previously acquired unbalance data to be read,
and performs balancing calculations for both
engines using both accelerometers.
- Frequency analysis : enables a frequency analysis of
the acceleration signal to be performed. The
results are sent to the printer.
- Shop maintenance : operational only when the
EVMU is in the shop for maintenance. It allows
troubleshooting of the LRU itself and corresponds
to failures at LRU level.
77-31-00
ENGINE SYSTEMS
Page 10
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
1st PAGE
2nd PAGE
EVMU
EVMU
< LAST LEG REPORT
< ACC. RECONFIGURATION
< PREVIOUS LEGS REPORT
< ENGINE UNBALANCE
< LRU IDENTIFICATION
< FREQUENCY ANALYSIS
< CLASS 3 FAILURE

< TEST
< RETURN
< RETURN
EVMU OPERATION
CTC-211-131-00
EFFECTIVITY
TOC
77-31-00
ENGINE SYSTEMS
Page 11
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
77-31-00
ENGINE SYSTEMS
Page 12
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
77-31-00
ENGINE SYSTEMS
Page 1
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
AIDS reports.
Vibration data is provided to the Aircraft Integrated Data
System (AIDS), which is used to monitor aircraft and
engine parameters.
It allows maintenance staff to perform engine parameter
trend monitoring and troubleshooting.
The vibration information is printed on various reports,
which are :
-
Engine cruise report.

Cruise performance report.
Engine take-off report.
Engine on-request report.
Engine mechanical advisory report.
Engine run-up report.
EFFECTIVITY
TOC
77-31-00
ENGINE SYSTEMS
Page 2
Dec 00
CFM56-5B
EFG
MCDU MENU
ENGINE INPUTS
(ACT)
< FMS
< DATA
A/C
COMPUTER
TRAINING MANUAL
< ENGINE CRUISE REPORT
LINK
< CRUISE PERFORMANCE REPORT
< CFDS
< ENGINE TAKE OFF REPORT
<AIDS
< ENGINE ON REQUEST REPORT

< ENGINE MECHANICAL ADVISORY REPORT
SELECT DESIRED SYST
DIR
PROG
PERF
INIT
F-PLN
RAD
NAV
FUEL
PRED
SEC
F-PLN
AIR
PORT
+/-
PRINT >
OFF
MCDU
MENU
SP
OVFY
CLR
PRINTER
A320 ENGINE CRUISE REPORT

AC-ID DATA FROM TO FLT
DATA
AIDS
CTC-211-132-01
EFFECTIVITY
TOC
DATA
< ENGINE RUN UP REPORT
77-31-00
ENGINE SYSTEMS
Page 3
Dec 00
CFM56-5B
EFG
TRAINING MANUAL
EFFECTIVITY
TOC
77-31-00
ENGINE SYSTEMS
Page 4
Dec 00

Ctc-211 Engine Systems

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Ctc-211 Engine Systems

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TRAINING MANUAL

CFMI Customer Training Services

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Starting & ignition

Power management & fuel control

ABBREVIATIONS & ACRONYMS

CFMI PROPRIETARY INFORMATION

BUILT-IN TEST EQUIPMENT

(HP) COMPRESSOR BLEED PRESSURE

COMPRESSOR INLET TEMPERATURE

DOUBLE ANNULAR COMBUSTOR

ENGINE BUILDUP UNIT

CFMI PROPRIETARY INFORMATION

FEDERAL AVIATION AGENCY

FLIGHT IDLE (F/I)

HIGH CYCLE FATIGUE

HIGH PRESSURE SHUTOFF VALVE

INTEGRATED DRIVE GENERATOR

AIRCRAFT SPEED MACH NUMBER

LOW PRESSURE ROTOR

CFMI PROPRIETARY INFORMATION

AMBIENT STATIC PRESSURE

RANDOM ACCESS MEMORY

SOLENOID DRIVER UNIT

FAN INLET TOTAL AIR

CFMI PROPRIETARY INFORMATION

THRUST REVERSER SHUTOFF VALVE

UNSCHEDULED ENGINE REMOVAL

VOLTAGE, ALTERNATING CURRENT

1 psi = 6.890 kPa or 6.89 x 10-2 bar

1 in. = 0.0254 m or 2.54 cm

FADEC SYSTEM INTRODUCTION

CFMI PROPRIETARY INFORMATION

FADEC SYSTEM INTRODUCTION

CFMI PROPRIETARY INFORMATION

FADEC SYSTEM INTRODUCTION

T49.5 TCASE TEO

VBV VSV TBV

BSV HPT LPT

STARTER AIR VALVE

CFMI PROPRIETARY INFORMATION

FADEC SYSTEM INTRODUCTION

CFMI PROPRIETARY INFORMATION

FADEC SYSTEM INTRODUCTION

Channel selection and fault strategy:

CFMI PROPRIETARY INFORMATION

FADEC SYSTEM INTRODUCTION

Closed loop control operation.

CLOSED LOOP CONTROL PHILOSOPHY

CFMI PROPRIETARY INFORMATION

FADEC SYSTEM INTRODUCTION

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ELECTRONIC CONTROL UNIT

CFMI PROPRIETARY INFORMATION

ELECTRONIC CONTROL UNIT

ELECTRONIC CONTROL UNIT

CFMI PROPRIETARY INFORMATION

ELECTRONIC CONTROL UNIT

CFMI PROPRIETARY INFORMATION

ELECTRONIC CONTROL UNIT

Front Panel Electrical Connectors.

A/C POWER (28V) AND IGNITER POWER (115V)

CFMI PROPRIETARY INFORMATION