CTC-227 - General - Familiarization BOOK Feb 2011

TRAINING MANUAL
CFM56-5A / 5B
general familiarization
february 2011

TOC
CTC-227
CFM56-ALL
TRAINING MANUAL
Published by CFMI
CFMI Customer Training Center

Snecma Services
Site de Melun-Montereau,
Arodrome de Villaroche
Chemin de Viercy, B.P. 1936,
77019 - Melun Cedex
FRANCE
EFFECTIVITY
ALL CFM56 ENGINES
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
Issue 01
CFM56-ALL
TRAINING MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
EFFECTIVITY
ALL CFM56 ENGINES
GENERAL
Page 2
Issue 01
CFM56-ALL
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 specications, 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 condence, and the technical data therein is exported under a U.S. Government license.
Therefore, None of the information may be disclosed to other than the recipient.
In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported
or disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government and
CFM International.
COPYRIGHT 1998 CFM INTERNATIONAL
EFFECTIVITY
ALL CFM56 ENGINES
GENERAL
Page 3
Issue 01
CFM56-ALL
TRAINING MANUAL
EFFECTIVITY
ALL CFM56 ENGINES
GENERAL
Page 4
Issue 01
CFM56-ALL
TRAINING MANUAL
LEXIS
EFFECTIVITY
ALL CFM56 ENGINES
LEXIS
Page 5
Issue 02
CFM56-ALL
A
A/C AIRCRAFT
AC
ALTERNATING CURRENT
ACARS
AIRCRAFT COMMUNICATION
ADRESSING and REPORTING SYSTEM
ACAU AIR CONDITIONING ACCESSORY UNIT
ACMS AIRCRAFT CONDITION MONITORING SYSTEM
ACS AIRCRAFT CONTROL SYSTEM
ADC AIR DATA COMPUTER
ADEPT
AIRLINE DATA ENGINE PERFORMANCE
TREND
ADIRS
AIR DATA AND INERTIAL REFERENCE
SYSTEM
ADIRU
AIR DATA AND INERTIAL REFERENCE
UNIT
AGB ACCESSORY GEARBOX
AIDS AIRCRAFT INTEGRATED DATA SYSTEM
ALF AFT LOOKING FORWARD
ALT ALTITUDE
ALTN ALTERNATE
AMB AMBIENT
AMM AIRCRAFT MAINTENANCE MANUAL
AOG AIRCRAFT ON GROUND
A/P AIRPLANE
APU AUXILIARY POWER UNIT
ARINC
AERONAUTICAL RADIO, INC.
(SPECIFICATION)
ASM AUTOTHROTTLE SERVO MECHANISM
A/T AUTOTHROTTLE
ATA AIR TRANSPORT ASSOCIATION
EFFECTIVITY
ALL CFM56 ENGINES
TRAINING MANUAL
ATC
ATHR
ATO
AVM
AUTOTHROTTLE COMPUTER
AUTO THRUST
ABORTED TAKE OFF
AIRCRAFT VIBRATION MONITORING
B
BITE BUILT IN TEST EQUIPMENT
BMC BLEED MANAGEMENT COMPUTER
BPRV BLEED PRESSURE REGULATING VALVE
BSI BORESCOPE INSPECTION
BSV BURNER STAGING VALVE (SAC)
BSV BURNER SELECTION VALVE (DAC)
BVCS BLEED VALVE CONTROL SOLENOID
C
C
CELSIUS or CENTIGRADE
CAS CALIBRATED AIR SPEED
CBP (HP) COMPRESSOR BLEED PRESSURE
CCDL CROSS CHANNEL DATA LINK
CCFG COMPACT CONSTANT FREQUENCY
GENERATOR
CCU COMPUTER CONTROL UNIT
CCW COUNTER CLOCKWISE
CDP (HP) COMPRESSOR DISCHARGE PRESSURE
CDS COMMON DISPLAY SYSTEM
CDU CONTROL DISPLAY UNIT
CFDIU
CENTRALIZED FAULT DISPLAY
INTERFACE UNIT
CFDS CENTRALIZED FAULT DISPLAY SYSTEM
CFMI JOINT GE/SNECMA COMPANY (CFM
LEXIS
Page 6
Issue 02
CFM56-ALL
INTERNATIONAL)
CG
CENTER OF GRAVITY
Ch A channel A
Ch B channel B
CHATV
CHANNEL ACTIVE
CIP(HP)
COMPRESSOR INLET PRESSURE
CIT(HP)
COMPRESSOR INLET TEMPERATURE
cm.g CENTIMETER X GRAMS
CMC CENTRALIZED MAINTENANCE COMPUTER
CMM COMPONENT MAINTENANCE MANUAL
CMS CENTRALIZED MAINTENANCE SYSTEM
CMS CENTRAL MAINTENANCE SYSTEM
CODEP
HIGH TEMPERATURE COATING
CONT CONTINUOUS
CPU CENTRAL PROCESSING UNIT
CRT CATHODE RAY TUBE
CSD CONSTANT SPEED DRIVE
CSI CYCLES SINCE INSTALLATION
CSN CYCLES SINCE NEW
CTAI COWL THERMAL ANTI-ICING
CTEC CUSTOMER TECHNICAL EDUCATION CENTER
CTL CONTROL
Cu.Ni.In
COPPER.NICKEL.INDIUM
CW CLOCKWISE
D
DAC DOUBLE ANNULAR COMBUSTOR
DAMV DOUBLE ANNULAR MODULATED VALVE
DAR DIGITAL ACMS RECORDER
DC
DIRECT CURRENT
EFFECTIVITY
ALL CFM56 ENGINES
TRAINING MANUAL
DCU DATA CONVERSION UNIT
DCV DIRECTIONAL CONTROL VALVE BOEING
DEU DISPLAY ELECTRONIC UNIT
DFCS DIGITAL FLIGHT CONTROL SYSTEM
DFDAU
DIGITAL FLIGHT DATA ACQUISITION
UNIT
DFDRS
DIGITAL FLIGHT DATA RECORDING
SYSTEM
DISC DISCRETE
DIU DIGITAL INTERFACE UNIT
DMC DISPLAY MANAGEMENT COMPUTER
DMD DEMAND
DMS DEBRIS MONITORING SYSTEM
DMU DATA MANAGEMENT UNIT
DOD DOMESTIC OBJECT DAMAGE
DPU DIGITAL PROCESSING MODULE
DRT DE-RATED TAKE-OFF
E
EAU ENGINE ACCESSORY UNIT
EBU ENGINE BUILDUP UNIT
ECA ELECTRICAL CHASSIS ASSEMBLY
ECAM ELECTRONIC CENTRALIZED AIRCRAFT
MONITORING
ECS ENVIRONMENTAL CONTROL SYSTEM
ECU ELECTRONIC CONTROL UNIT
EE
ELECTRONIC EQUIPMENT
EEC ELECTRONIC ENGINE CONTROL
EFH ENGINE FLIGHT HOURS
EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM
LEXIS
Page 7
Issue 02
CFM56-ALL
EGT EXHAUST GAS TEMPERATURE
EHSV ELECTRO-HYDRAULIC SERVO VALVE
EICAS
ENGINE INDICATING AND CREW
ALERTING SYSTEM
EIS ELECTRONIC INSTRUMENT SYSTEM
EIU ENGINE INTERFACE UNIT
EIVMU
ENGINE INTERFACE AND VIBRATION
MONITORING UNIT
EMF ELECTROMOTIVE FORCE
EMI ELECTRO MAGNETIC INTERFERENCE
EMU ENGINE MAINTENANCE UNIT
EPROM
ERASABLE PROGRAMMABLE READ
ONLY MEMORY
(E)EPROM (ELECTRICALLY) ERASABLE
PROGRAMMABLE READ ONLY MEMORY
ESN ENGINE SERIAL NUMBER
ETOPS
EXTENDED TWIN OPERATION SYSTEMS
EWD/SD
ENGINE WARNING DISPLAY / SYSTEM
DISPLAY
F
F
FARENHEIT
FAA FEDERAL AVIATION AGENCY
FADEC
FULL AUTHORITY DIGITAL ENGINE
CONTROL
FAR FUEL/AIR RATIO
FCC FLIGHT CONTROL COMPUTER
FCU FLIGHT CONTROL UNIT
FDAMS
FLIGHT DATA ACQUISITION &
MANAGEMENT SYSTEM
EFFECTIVITY
ALL CFM56 ENGINES
TRAINING MANUAL
FDIU FLIGHT DATA INTERFACE UNIT
FDRS FLIGHT DATA RECORDING SYSTEM
FDU FIRE DETECTION UNIT
FEIM FIELD ENGINEERING INVESTIGATION MEMO
FF
FUEL FLOW (see Wf) -7B
FFCCV
FAN FRAME/COMPRESSOR CASE
VERTICAL (VIBRATION SENSOR)
FI
FLIGHT IDLE (F/I)
FIM FAULT ISOLATION MANUAL
FIN FUNCTIONAL ITEM NUMBER
FIT
FAN INLET TEMPERATURE
FLA FORWARD LOOKING AFT
FLX TO
FLEXIBLE TAKE-OFF
FMC FLIGHT MANAGEMENT COMPUTER
FMCS FLIGHT MANAGEMENT COMPUTER SYSTEM
FMGC FLIGHT MANAGEMENT AND GUIDANCE
COMPUTER
FMGEC
FLIGHT MANAGEMENT AND GUIDANCE
ENVELOPE COMPUTER
FMS FLIGHT MANAGEMENT SYSTEM
FMV FUEL METERING VALVE
FOD FOREIGN OBJECT DAMAGE
FPA FRONT PANEL ASSEMBLY
FPI FLUORESCENT PENETRANT INSPECTION
FQIS FUEL QUANTITY INDICATING SYSTEM
FRV FUEL RETURN VALVE
FWC FAULT WARNING COMPUTER
FWD FORWARD
G
LEXIS
Page 8
Issue 02
CFM56-ALL
g.in GRAM X INCHES
GE
GENERAL ELECTRIC
GEAE GENERAL ELECTRIC AIRCRAFT ENGINES
GEM GROUND-BASED ENGINE MONITORING
GI
GROUND IDLE (G/I)
GMM GROUND MAINTENANCE MODE
GMT GREENWICH MEAN TIME
GND GROUND
GPH GALLON PER HOUR
GPU GROUND POWER UNIT
GSE GROUND SUPPORT EQUIPMENT
H
HCF HIGH CYCLE FATIGUE
HCU HYDRAULIC CONTROL UNIT
HDS HORIZONTAL DRIVE SHAFT
HMU HYDROMECHANICAL UNIT
HP
HIGH PRESSURE
HPC HIGH PRESSURE COMPRESSOR
HPCR HIGH PRESSURE COMPRESSOR ROTOR
HPRV HIGH PRESSURE REGULATING VALVE
HPSOV
HIGH PRESSURE SHUT-OFF VALVE
HPT HIGH PRESSURE TURBINE
HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE)
CLEARANCE CONTROL
HPTC HIGH PRESSURE TURBINE CLEARANCE
HPTCCV
HIGH PRESSURE TURBINE CLEARANCE
CONTROL VALVE
HPTN HIGH PRESSURE TURBINE NOZZLE
HPTR HIGH PRESSURE TURBINE ROTOR
EFFECTIVITY
ALL CFM56 ENGINES
TRAINING MANUAL
Hz
HERTZ (CYCLES PER SECOND)
I
I/O
INPUT/OUTPUT
IAS INDICATED AIR SPEED
ID
INSIDE DIAMETER
ID PLUG
IDENTIFICATION PLUG
IDG INTEGRATED DRIVE GENERATOR
IFSD IN FLIGHT SHUT DOWN
IGB INLET GEARBOX
IGN IGNITION
IGV INLET GUIDE VANE
in.
INCH
IOM INPUT OUTPUT MODULE
IPB ILLUSTRATED PARTS BREAKDOWN
IPC ILLUSTRATED PARTS CATALOG
IPCV INTERMEDIATE PRESSURE CHECK VALVE
IPS INCHES PER SECOND
IR
INFRA RED
K
K
k
KIAS
kV
Kph
KELVIN
X 1000
INDICATED AIR SPEED IN KNOTS
KILOVOLTS
KILOGRAMS PER HOUR
L
L
L/H
LEFT
LEFT HAND
LEXIS
Page 9
Issue 02
CFM56-ALL
lbs. POUNDS, WEIGHT
LCD LIQUID CRYSTAL DISPLAY
LCF LOW CYCLE FATIGUE
LE (L/E)
LEADING EDGE
LGCIU
LANDING GEAR CONTROL INTERFACE
UNIT
LP
LOW PRESSURE
LPC LOW PRESSURE COMPRESSOR
LPT LOW PRESSURE TURBINE
LPT(A)CC LOW PRESSURE TURBINE (ACTIVE)
CLEARANCE CONTROL
LPTC LOW PRESSURE TURBINE CLEARANCE
LPTN LOW PRESSURE TURBINE NOZZLE
LPTR LOW PRESSURE TURBINE ROTOR
LRU LINE REPLACEABLE UNIT
LVDT LINEAR VARIABLE DIFFERENTIAL
TRANSFORMER
M
mA
MILLIAMPERES (CURRENT)
MCD MAGNETIC CHIP DETECTOR
MCDU
MULTIPURPOSE CONTROL AND
DISPLAY UNIT
MCL MAXIMUM CLIMB
MCR MAXIMUM CRUISE
MCT MAXIMUM CONTINUOUS
MDDU
MULTIPURPOSE DISK DRIVE UNIT
MEC MAIN ENGINE CONTROL
milsD.A.
Mils DOUBLE AMPLITUDE
mm. MILLIMETERS
EFFECTIVITY
ALL CFM56 ENGINES
TRAINING MANUAL
MMEL MAIN MINIMUM EQUIPMENT LIST
MO AIRCRAFT SPEED MACH NUMBER
MPA MAXIMUM POWER ASSURANCE
MPH MILES PER HOUR
MTBF MEAN TIME BETWEEN FAILURES
MTBR MEAN TIME BETWEEN REMOVALS
mV
MILLIVOLTS
Mvdc MILLIVOLTS DIRECT CURRENT
N
N1 (NL)
LOW PRESSURE ROTOR ROTATIONAL
SPEED
N1* DESIRED N1
N1ACT
ACTUAL N1
N1CMD
COMMANDED N1
N1DMD
DEMANDED N1
N1K CORRECTED FAN SPEED
N1TARGET TARGETED FAN SPEED
N2 (NH)
HIGH PRESSURE ROTOR ROTATIONAL
SPEED
N2* DESIRED N2
N2ACT
ACTUAL N2
N2K CORRECTED CORE SPEED
N/C NORMALLY CLOSED
N/O NORMALLY OPEN
NAC NACELLE
NVM NON VOLATILE MEMORY
O
OAT
OUTSIDE AIR TEMPERATURE
LEXIS
Page 10
Issue 02
CFM56-ALL
OD
OUTLET DIAMETER
OGV OUTLET GUIDE VANE
OSG OVERSPEED GOVERNOR
OVBD OVERBOARD
OVHT OVERHEAT
P
Pb
BYPASS PRESSURE
Pc
REGULATED SERVO PRESSURE
Pcr
CASE REGULATED PRESSURE
Pf
HEATED SERVO PRESSURE
P/T25 HP COMPRESSOR INLET TOTAL AIR
PRESSURE/TEMPERATURE
P/N PART NUMBER
P0
AMBIENT STATIC PRESSURE
P25 HP COMPRESSOR INLET TOTAL AIR
TEMPERATURE
PCU PRESSURE CONVERTER UNIT
PLA POWER LEVER ANGLE
PMC POWER MANAGEMENT CONTROL
PMUX PROPULSION MULTIPLEXER
PPH POUNDS PER HOUR
PRSOV
PRESSURE REGULATING SERVO VALVE
Ps
PUMP SUPPLY PRESSURE
PS12 FAN INLET STATIC AIR PRESSURE
PS13 FAN OUTLET STATIC AIR PRESSURE
PS3HP
COMPRESSOR DISCHARGE STATIC AIR
PRESSURE (CDP)
PSI POUNDS PER SQUARE INCH
PSIA POUNDS PER SQUARE INCH ABSOLUTE
EFFECTIVITY
ALL CFM56 ENGINES
TRAINING MANUAL
PSID POUNDS PER SQUARE INCH DIFFERENTIAL
psig POUNDS PER SQUARE INCH GAGE
PSM POWER SUPPLY MODULE
PSS (ECU) PRESSURE SUB-SYSTEM
PSU POWER SUPPLY UNIT
PT
TOTAL PRESSURE
PT2 FAN INLET TOTAL AIR PRESSURE (PRIMARY
FLOW)
PT25 HPC TOTAL INLET PRESSURE
Q
QAD
QEC
QTY
QWR
QUICK ATTACH DETACH

QUICK ENGINE CHANGE
QUANTITY
QUICK WINDMILL RELIGHT
R
R/H RIGHT HAND
RAC/SB
ROTOR ACTIVE CLEARANCE/START
BLEED
RACC ROTOR ACTIVE CLEARANCE CONTROL
RAM RANDOM ACCESS MEMORY
RCC REMOTE CHARGE CONVERTER
RDS RADIAL DRIVE SHAFT
RPM REVOLUTIONS PER MINUTE
RTD RESISTIVE THERMAL DEVICE
RTO REFUSED TAKE OFF
RTV ROOM TEMPERATURE VULCANIZING
(MATERIAL)
RVDT ROTARY VARIABLE DIFFERENTIAL
LEXIS
Page 11
Issue 02
CFM56-ALL
TRANSFORMER
S
S/N SERIAL NUMBER
S/R SERVICE REQUEST
S/V SHOP VISIT
SAC SINGLE ANNULAR COMBUSTOR
SAR SMART ACMS RECORDER
SAV STARTER AIR VALVE
SB
SERVICE BULLETIN
SCU SIGNAL CONDITIONING UNIT
SDAC SYSTEM DATA ACQUISITION CONCENTRATOR
SDI SOURCE/DESTINATION IDENTIFIER (BITS) (CF
ARINC SPEC)
SDU SOLENOID DRIVER UNIT
SER SERVICE EVALUATION REQUEST
SFC SPECIFIC FUEL CONSUMPTION
SFCC SLAT FLAP CONTROL COMPUTER
SG
SPECIFIC GRAVITY
SLS SEA LEVEL STANDARD (CONDITIONS : 29.92
in.Hg / 59F)
SLSD SEA LEVEL STANDARD DAY (CONDITIONS :
29.92 in.Hg / 59F)
SMM STATUS MATRIX
SMP SOFTWARE MANAGEMENT PLAN
SN
SERIAL NUMBER
SNECMA
SOCIETE NATIONALE DETUDE ET DE
CONSTRUCTION DE MOTEURS DAVIATION
SOL SOLENOID
SOV SHUT-OFF VALVE
EFFECTIVITY
ALL CFM56 ENGINES
TRAINING MANUAL
STP
SVR
SW
SYS
STANDARD TEMPERATURE AND PRESSURE

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

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

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

1 dm = 0.264 USA gallon
1 cm = 0.061 cu.in.
1 lb.
=
=
=
=
= 0.454 kg
1 kg
= 0.621 mile
= 3.281 ft. or 39.37 in.
= 0.3937 in.
= 39.37 mils.
= 2.205 lbs
1 psi. = 6.890 kPa
1 Pa = 1.45 10-4 psi.

1 kPa = 0.145 psi
1 bar = 14.5 psi
= 1.8 x C + 32
EFFECTIVITY
ALL CFM56 ENGINES
= ( F - 32 ) /1.8
LEXIS
Page 14
Issue 02
CFM56-5A/-5B
TRAINING MANUAL
TABLE OF CONTENTS
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-A321
CONTENTS
GENERAL
FAMILIARIZATION
Page 15
Apr 06
CFM56-5A/-5B
SECTION
PAGE
TRAINING MANUAL
SECTION
PAGE
LEXIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
POWERPLANT GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
ENGINE GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
BASIC ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
ENGINE SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
EFFECTIVITY
CONTENTS
GENERAL
FAMILIARIZATION
Page 16
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
powerplant general
EFFECTIVITY
TOC
CFMI Proprietary Information
powerplant
general
GENERAL
FAMILIARIZATION
Page 17
Feb 11
CFM56-5A/5B
TRAINING MANUAL
INTRODUCTION TO THE CFM56 FAMILY

Engine Applications
The following chart shows the various engine models for
the Airbus A318-A319-A320-A321 aircraft.
(-5B):
Ranging from 21,600 to 32,000 lbs of take-off thrust
(9608 to 14234 daN), the CFM56-5B is offered by CFMI
as the common power source for the entire Airbus A320
family.
(-5A):
The CFM56-5A engine is used on some AIRBUS A319320 aircraft. It has several different thrust ratings, ranging
from 22,000 to 26,500 lbs of thrust (9786 to 11787 daN).
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
powerplant
general
GENERAL
FAMILIARIZATION
Page 18
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
CFM56-5B8/p (21,600 lbs) 9,608 daN

CFM56-5B9/p (23,000 lbs) 10,230 daN
CFM56-5A4
(22,000 lbs) 9,786 daN
CFM56-5B5
(22,000 lbs) 9,786 daN
CFM56-5B5/2 (22,000 lbs) 9,786 daN
CFM56-5B5/p (22,000 lbs) 9,786 daN
CFM56-5B5/2p (22,000 lbs) 9,786 daN
CFM56-5A5
(23,500 lbs) 10,453 daN
CFM56-5B6
(23,500 lbs) 10,453 daN
CFM56-5B6/2 (23,500 lbs) 10,453 daN
CFM56-5B6/p (23,500 lbs) 10,453 daN
CFM56-5B6/2p (23,500 lbs) 10,453 daN
CFM56-5B7/p (27,000 lbs) 12,010 daN
CFM56-5A1
(25,000 lbs) 11,120 daN
CFM56-5A3
(26,500 lbs) 11,787 daN
CFM56-5B4
(27,000 lbs) 12,010 daN
CFM56-5B4/2 (27,000 lbs) 12,010 daN
CFM56-5B4/p (27,000 lbs) 12,010 daN
CFM56-5B4/2p (27,000 lbs) 12,010 daN
CFM56-5B1
(30,000 lbs)
CFM56-5B1/2 (30,000 lbs)
CFM56-5B1/p (30,000 lbs)
CFM56-5B1/2p (30,000 lbs)
CFM56-5B2
(31,000 lbs)
CFM56-5B2/2 (31,000 lbs)
CFM56-5B2/p (31,000 lbs)
CFM56-5B2/2p (31,000 lbs)
CFM56-5B3/p (32,000 lbs)
CFM56-5B3/2p (32,000 lbs)
CtC-227-002-01
13,344 daN
13,344 daN
13,344 daN
13,344 daN
13,789 daN
13,789 daN
13,789 daN
13,789 daN
14,234 daN
14,234 daN
CFM56-5A/-5B FOR AIRBUS AppLICATIONS
EFFECTIVITY
TOC
powerplant
general
GENERAL
FAMILIARIZATION
Page 19
Feb 11
CFM56-5A/5B
TRAINING MANUAL
POWERPLANT PRESENTATION
The engine is attached to the wing pylon by mounts,
located forward and aft of the core section.
Cowls enclose the periphery of the engine so as to form
the nacelle, which is the aerodynamic structure around
the engine.
The cowling assembly consists of:
- The inlet cowl.
- The fan cowls.
- The thrust reverser cowls.
- The primary exhaust (primary nozzle and
centerbody).
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
powerplant
general
GENERAL
FAMILIARIZATION
Page 20
Feb 11
CFM56-5A/-5B
FwD MOUNT
TRAINING MANUAL
wING
AFT MOUNT
pYLON
AFT
MOUNT
CENTERBODY
RIGHT
THRUST REVERSER
"C" DUCT
RIGHT
FAN COwL
DOOR
pRIMARY
NOZZLE
ENGINE
BUILT
UNIT
THRUST
REVERSER
pIVOTING
DOORS
FwD
MOUNT
INLET
COwL
pOwERpLANT pRESENTATION
CtC-227-062-00
EFFECTIVITY
TOC
LEFT
FAN COwL
DOOR
LEFT
THRUST
REVERSER
"C" DUCT
powerplant
general
GENERAL
FAMILIARIZATION
Page 21
Feb 11
CFM56-5A/5B
TRAINING MANUAL
NACELLE GENERAL
The nacelle is made up of different major sections along
the engine, and includes:
- The air intake cowl.
- The fan cowl.
- The secondary exhaust system.
- The primary exhaust system.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
powerplant
general
GENERAL
FAMILIARIZATION
Page 22
Feb 11
CFM56-5A/-5B
AIR INTAKE
COWL
FAN
COWL
SECONDARY
EXHAUST
SYSTEM
PRIMARY
EXHAUST
SYSTEM
NACELLE SECTIONS
CTC-227-057-00
EFFECTIVITY
TOC
TRAINING MANUAL
powerplant
general
GENERAL
FAMILIARIZATION
Page 23
Feb 11
CFM56-5A/5B
TRAINING MANUAL
pIp
pINS (x6)
INTERpHONE jACk
AND ELECTRICAL
CONNECTOR
NOSE
LIp
FwD
INNER BARREL
(wITH ACOUSTICAL pANELS)
FAN COMpARTMENT
UppER VENTILATION
INLET
HOIST
pOINTS
FwD
BULkHEAD
OUTER
BARREL
ANTI-ICE
ExIT DUCT
INLET COwL
ATTACHMENT
RING TO FAN
CASE
ANTI-ICE
DUCT
ECU
COOLING INLET
LIp
ASSEMBLY
ECU
COOLING
INLET
FwD
ANTI-ICE
INLET DUCT
ANTI-ICE DISCHARGE
VENT/ACCESS pANEL
BLOwOUT
DOOR
ANTI-ICE
ExIT DUCT
AIR INLET COwL (CFM56-5B)
CtC-235-008-03
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
ALIGNMENT
pIN
powerplant
general
GENERAL
FAMILIARIZATION
Page 24
Feb 11
pIp
pINS (x6)
INTERpHONE jACk
AND ELECTRICAL
CONNECTOR
NOSE
LIp
FwD
INNER BARREL
(wITH ACOUSTICAL pANELS)
FAN COMpARTMENT
UppER VENTILATION
INLET
HOIST
pOINTS
FwD
BULkHEAD
OUTER
BARREL
ANTI-ICE
ExIT DUCT
ECU
COOLING
INLET
ANTI-ICE
INLET DUCT
CtC-235-008-03
TOC
ALIGNMENT
pIN
INLET COwL
ATTACHMENT
RING TO FAN
CASE
ANTI-ICE
DUCT
ECU
COOLING INLET
LIp
ASSEMBLY
FwD
ANTI-ICE DISCHARGE
VENT/ACCESS pANEL
BLOwOUT
DOOR
AIR INLET COwL (CFM56-5B)
ANTI-ICE
ExIT DUCT
CFM56-5A/5B
TRAINING MANUAL
t/R AND SECONDARY exhaust system

The Thrust Reverser (T/R) system provides additional
aerodynamic breaking during aircraft landing.
It can only be operated on ground, withe 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
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
powerplant
general
GENERAL
FAMILIARIZATION
Page 26
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
DURING FLIGHT
pRIMARY AIRFLOw
AFTER TOUCH DOwN
SECONDARY
AIRFLOw
pRIMARY
AIRFLOw
CtC-227-049-01
THRUST REVERSER ACTION ON SECONDARY AIRFLOw
EFFECTIVITY
TOC
powerplant
general
GENERAL
FAMILIARIZATION
Page 27
Feb 11
CFM56-5A/5B
TRAINING MANUAL
PRIMARY FLOW EXHAUST SYSTEM

Primary nozzle.
The primary nozzle directs the primary exhaust gas aft
and regulates the gas ow.
(-5B):
An enhanced acoustic performance chevron nozzle has
been developed to comply with the aircraft noise level
standard requirement.
(ALL):
It is fastened to the outer aft ange of the engine turbine
rear frame (TRF).
Centerbody.
The centerbody is located at the aft section of the
nacelle, installed in the center of the primary nozzle.
It is bolted to the inner aft ange of the engine turbine
rear frame (TRF), and can be accessed after the primary
nozzle has been removed.
The purpose of the centerbody outer surface is to
calibrate the exhaust areas, while smoothing the primary
exhaust gasses.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
powerplant
general
GENERAL
FAMILIARIZATION
Page 28
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
ExISTING
NOZZLE
(ALL VERSIONS)
CENTERBODY
VIEw A
VIEw A
TRF OUTER
AFT FLANGE
VIEw B
CHEVRON NOZZLE
CFM56-5B
TRF INNER
AFT FLANGE
pRIMARY ExHAUST SYSTEM
CtC-227-077-00
EFFECTIVITY
TOC
powerplant
general
GENERAL
FAMILIARIZATION
Page 29
Feb 11
CFM56-5A/5B
TRAINING MANUAL
ENGINE removal / installation

General.
The engine can be removed from the airplane in the QEC
configuration, with the inlet cowl, exhaust sleeve and plug
still attached.
The bootstrap hoisting system includes a forward and

an aft arm with lever hoists, dynamometers and engine
attach brackets as integral components.
Before removing the engine, do the following steps:
The purpose of the engine transportation stand cradle

or dolly is to support the engine during transportation to
airport apron and shop.
- Fully open the fan cowls and the thrust reverser

halves to the 45 degrees position and hold them in
position with the hold-open braces.
- Remove the engine/aircraft quick disconnections for
fuel, air, electrical and hydraulic lines.
Tools.
Engine removal / installation is accomplished using the
following tools:
- A bootstrap hoisting system.
- An engine transportation stand.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
powerplant
general
GENERAL
FAMILIARIZATION
Page 30
Feb 11
CFM56-5A/-5B
VIEw
TRAINING MANUAL
VIEw
FORwARD BOOTSTRAp
EQUIpMENT
AFT BOOTSTRAp
EQUIpMENT
C
VIEw
ENGINE TRANSpORTATION
STAND
CtC-227-073-00
ENGINE REMOVAL/INSTALLATION TOOLS
EFFECTIVITY
TOC
powerplant
general
GENERAL
FAMILIARIZATION
Page 31
Feb 11
CFM56-5A/5B
TRAINING MANUAL
ENGINE PRESERVATION
The procedures which follow are recommended as the
minimum necessary to protect the CFM56 engine against
corrosion, liquid and debris entering the engine, and
atmospheric conditions during periods of storage, and
inactivity; or following an In Flight Shut Down (IFSD).
These procedures are also recommended for installed
engines on inoperative aircraft or an engine not to be
operated for more than thirty days.
The preservation procedure to be used will be selected

based upon the following schedule:
- Up to 30 days.
- Up to 90 days.
- 30 to 365 days.
- Preservation renewal requirements.
- Depreservation.
The procedure recommended for preservation of the

engine will vary depending upon the duration of inactivity,
the type of preservation used, and if the engine is
operable or non operable.
NOTE:
Engines that can be started are considered operable.
Engines that for any reason can not be started are
considered non operable. Preservation renewal
procedures are also covered in this instruction.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
powerplant
general
GENERAL
FAMILIARIZATION
Page 32
Feb 11
CFM56-5A/-5B
OpERABLE ENGINE
NON-OpERABLE ENGINE
Up TO 30 DAYS
Up TO 90 DAYS
Up TO 365 DAYS
ENGINE pRESERVATION
CtC-227-074-00
EFFECTIVITY
TOC
TRAINING MANUAL
powerplant
general
GENERAL
FAMILIARIZATION
Page 33
Feb 11
CFM56-5A/5B
TRAINING MANUAL
fire protection / detection SYSTEM

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

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

or re source and transmit this information to the FDU.
On each engine, there are two independent and

continuous loops for re detection.
One Fire Detection Unit (FDU), located in the avionics
compartment, is provided for each engine and they
process signals received from the re detectors.
The re detection system is located in 2 areas around the
engine, and one at the engine/aircraft interface.
The system consists of:
- 2 re detectors under the accessory gearbox.
- 2 re detectors on the core engine at 10 and 2
oclock.
- 2 re detectors near the pylon re wall.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
powerplant
general
GENERAL
FAMILIARIZATION
Page 34
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
COCkpIT
INDICATION
FIRE
pROTECTION SYSTEM
FIRE
DETECTION UNIT
pREVENT FIRE
CtC-227-078-00
DETECT FIRE
ExTINGUISH
FIRE
FIRE pROTECTION / DETECTION SYSTEMS
EFFECTIVITY
TOC
LIMIT
FIRE ZONE
powerplant
general
GENERAL
FAMILIARIZATION
Page 35
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
powerplant
general
GENERAL
FAMILIARIZATION
Page 36
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
engine general
EFFECTIVITY
TOC
engine
general
general
familiarization
Page 37
Apr 06
CFM56-5A/5B
TRAINING MANUAL
ENGINE GENERAL CONCEPT

The CFM56-5A/-5B engine is a high by-pass, dual rotor,
axial flow, advanced technology turbofan. It is supported
by the wing pylon and streamlined by cowlings.
Air is sucked into the intake by the fan blades and split
into two flow paths, the Primary and the Secondary.
(-5B):
At static take-off power, the CFM56-5B engine by-pass
ratio is between 5.4:1 and 6:1, depending on the engine
model, which means that the secondary airflow takes
in between 5.4 and 6 times more air than the primary
airflow.
The primary airflow passes through the inner portion of

the fan blades and is directed into a booster (LPC).
(-5A):
The flow path then enters a High Pressure Compressor

(HPC) and goes to a combustor. Mixed with fuel and
ignited, the gas flow provides energy to a High Pressure
Turbine (HPT) and a Low Pressure Turbine (LPT).
At static take-off power, the CFM56-5A engine by-pass

ratio is between 6:1 and 6.2:1, depending on the engine
model.
By-pass ratio = (secondary airflow) / (primary airflow).
The secondary airflow passes through the outer portion

of the fan blades, the Outlet Guide Vanes (OGVs) and
exits through the nacelle discharge duct, producing
approximately 80 % of the total thrust. It also plays a role
in the thrust reverser system.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
general
general
familiarization
Page 38
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
SECONDARY FLOW
PRIMARY FLOW
THRUST
REVERSER
DESIGN AND OPERATION
CTC-227-003-01
EFFECTIVITY
TOC
engine
general
general
familiarization
Page 39
Apr 06
CFM56-5A/5B
TRAINING MANUAL

The CFM56-5A/-5B engine uses a maintenance concept
called On Condition Maintenance. This means that the
engine has no periodic overhaul schedules and can
remain installed under the wing until something important
occurs, or when lifetime limits of parts are reached.
- Engine vibration monitoring system: sensors

located in various positions in the engine, send
vibration values to the on-board monitoring
system. When vibration values are excessive,
the data recorded can be used to take remedial
balancing action.
For this reason, to monitor and maintain the health of the

engine, different tools are available, which are:
- Engine performance trend monitoring, to evaluate
engine deterioration over a period of use: engine
parameters, such as gas temperature, are
recorded and compared to those initially observed
at engine installation on the aircraft.
- Borescope inspection, to check the condition
of engine internal parts: when parts are not
accessible, they can be visually inspected with
borescope probes inserted in ports located on the
engine outer casing.
- Lubrication particles analysis: while circulating in
the oil system, lubrication oil is filtered, and large,
visible-to-the-eye particles (larger than 10 microns)
coming from worn engine parts are collected
in filters and magnetic chip detectors, for visual
inspection and analysis.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
general
general
familiarization
Page 40
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
TREND MONITORING
VIBRATION
MONITORING
BORESCOpE
INSpECTION
LUBE pARTICLE ANALYSIS
CONDITION MONITORING
CtC-227-004-01
EFFECTIVITY
TOC
engine
general
general
familiarization
Page 41
Apr 06
CFM56-5A/5B
TRAINING MANUAL
AIR SYSTEM INTRODUCTION

The air system of the CFM56-5A/-5B engines serves
various functions. The primary one is thrust delivery.
Other functions include:
- To provide a Bleed air supply to the aircraft.
- Variable geometry used to enhance engine
operation (VSV, VBV, and TBV).
- Clearance control (HPTCC and LPTCC).
- To provide cooling for Engine parts.
- To provide Damping of bearing forces.
- Re-introduction of air and hot gas.
- Sump pressurization and venting (see Oil system).
When all the air system functions are performed correctly,
the engine is more efficient. Power or thrust is obtained
with a lower fuel flow, so the EGT will be lower and result
in an increased life of the engine under the wing.
Specific fuel consumption and economic factors
(operating costs) are also enhanced.
(-5A):
NOTE:
Transient bleed valves (TBV) are not installed on CFM565A engines.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
general
general
familiarization
Page 42
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
TVB
(-5B ONLY)
VBV
- 5B
THRUST
VSV
HpTCC
(-5B)
LpTCC
BLEEDS
SUMp
pRESSURIZATION
BEARING FORCES
DAMpING
COOLING
VBV
HpTACC
(-5A)
- 5A
VSV
THRUST
BLEEDS
SUMp
pRESSURIZATION
COOLING
AIR SYSTEM INTRODUCTION
CtC-227-052-00
EFFECTIVITY
TOC
LpTCC
engine
general
general
familiarization
Page 43
Apr 06
CFM56-5A/5B
TRAINING MANUAL
FUEL SYSTEM INTRODUCTION

The fuel is delivered by the Aircraft fuel management
system (ATA 28). The FADEC system receives the aircraft
and engine information such as the throttle position or
engine sensor values. The fuel is used in the engine
for combustion, and also for accessories power source
supply, and oil cooling.
Sensors provide aircraft information to the crew and the
maintenance systems.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
general
general
familiarization
Page 44
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
FRV
FUEL
MANIFOLDS
FUEL
SUppLY
LINE
FUEL pUMp
FUEL FLOw
TRANSMITTER
HMU
CtC-227-054-00
FUEL SYSTEM INTRODUCTION (-5B)
EFFECTIVITY
TOC
engine
general
general
familiarization
Page 45
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
engine
general
general
familiarization
Page 46
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
FRV
FUEL
MANIFOLDS
FUEL
SUppLY
LINE
FUEL pUMp
FUEL FLOw
TRANSMITTER
HMU
CtC-227-053-00
FUEL SYSTEM INTRODUCTION (-5A)
EFFECTIVITY
TOC
engine
general
general
familiarization
Page 47
Apr 06
CFM56-5A/5B
TRAINING MANUAL
OIL SYSTEM INTRODUCTION

The oil system comprises three circuits:
- The supply circuit provides oil from the oil tank to
the engine sumps for lubrication of bearings and
gears.
- The scavenge circuit provides the oil return to the
tank, passing through the lube unit and heat
exchangers.
- The venting circuit ensures sealing of the sumps.
Sensors provide information to the crew and to aircraft
maintenance systems.
These sensors include temperature and pressure
sensors, and particle filters (used for maintenance
purposes).
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
general
general
familiarization
Page 48
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
SENSOR
OIL TANk
REAR SUMp
(INSIDE THE
ENGINE)
LUBE
UNIT
FORwARD SUMp
(INSIDE THE ENGINE)
AGB
OIL SYSTEM INTRODUCTION (-5B)
CtC-227-056-00
EFFECTIVITY
TOC
engine
general
general
familiarization
Page 49
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
engine
general
general
familiarization
Page 50
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
SENSOR
OIL TANk
REAR SUMp
(INSIDE THE
ENGINE)
LUBE
UNIT
FORwARD SUMp
(INSIDE THE ENGINE)
AGB
OIL SYSTEM INTRODUCTION (-5A)
CtC-227-055-00
EFFECTIVITY
TOC
engine
general
general
familiarization
Page 51
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
engine
general
general
familiarization
Page 52
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
basic engine
EFFECTIVITY
TOC
BASIC ENGINE
GENERAL
FAMILIARIZATION
Page 53
Apr 06
CFM56-5A/5B
TRAINING MANUAL

The CFM56-5A/-5B engine consists of two independent
rotating systems:
- The low pressure system rotational speed is
designated N1.
- The high pressure system rotational speed is
designated N2.
The engine rotors are supported by 5 bearings, identified
in manuals as numbers 1 thru 5, where No 1 is the
most forward and No 5 the most aft. These bearings are
housed in 2 dry sump cavities provided by the fan and
turbine frames.
Engine structural rigidity is obtained with short lengths
between two main structures (frames).
The accessory drive system uses energy from the high
pressure compressor rotor to drive the engine and aircraft
accessories. It also plays a major role in starting.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
BASIC ENGINE
GENERAL
FAMILIARIZATION
Page 54
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
5 BEARINGS
ACCESSORY
DRIVE SYSTEM
Lp SYSTEM
N1 SpEED
2 FRAMES
Hp SYSTEM
N2 SpEED
2 SUMpS
ENGINE CONCEpT (-5B)
CtC-227-005-01
EFFECTIVITY
TOC
BASIC ENGINE
GENERAL
FAMILIARIZATION
Page 55
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
BASIC ENGINE
GENERAL
FAMILIARIZATION
Page 56
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
5 BEARINGS
ACCESSORY
DRIVE
Lp SYSTEM
N1 SpEED
2 FRAMES
Hp SYSTEM
N2 SpEED
2 SUMpS
ENGINE CONCEpT (-5A)
CtC-227-058-00
EFFECTIVITY
TOC
BASIC ENGINE
GENERAL
FAMILIARIZATION
Page 57
Apr 06
CFM56-5A/5B
TRAINING MANUAL
BEARINGS AND SEALS

Main Engine Bearings
The engine contains five main bearings, which support
the rotors.
There are two types of bearings:
- Ball bearings, which absorb axial and radial loads.
- Roller bearings, which absorb only radial loads.
Bearings need permanent oil lubrication, so they are
located in the two dry sump cavities, which are pressure
sealed.
- The forward sump cavity houses No 1, No 2 and No 3
bearings:
- No 1 and No 2 bearings hold the fan shaft.
- No 3 bearing holds the front of the HP shaft.
- The rear sump cavity houses No 4 and No 5 bearings:
- No 4 bearing holds the rear of the HP shaft.
- No 5 bearing holds the rear of the LPT shaft.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
BASIC ENGINE
GENERAL
FAMILIARIZATION
Page 58
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
TURBINE FRAME
FAN FRAME
REAR SUMp
FORwARD
SUMp
No 1
BEARING
(BALL)
No 2
BEARING
(ROLLER)
No 3
BEARING
(BALL)
FAN SHAFT
Lp SHAFT
No 4
BEARING
(ROLLER)
No 5
BEARING
(ROLLER)
Hp SHAFT
MAIN ENGINE BEARINGS
CtC-227-079-00
EFFECTIVITY
TOC
No 3
BEARING
(ROLLER)
BASIC ENGINE
GENERAL
FAMILIARIZATION
Page 59
Apr 06
CFM56-5A/5B
TRAINING MANUAL
BEARINGS AND SEALS

Sump sealing 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
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
BASIC ENGINE
GENERAL
FAMILIARIZATION
Page 60
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
pRESSURIZING
pORT
OIL jET
OIL SEAL
AIR SEAL
AIR TO
CENTER
VENT
AIR SEAL
OIL SEAL
DRAIN
CtC-227-080-00
ROTATING
AIR/OIL
SEpARATOR
SEAL pRESSURIZATION pRINCIpLE
EFFECTIVITY
TOC
SCAVENGE
BASIC ENGINE
GENERAL
FAMILIARIZATION
Page 61
Apr 06
CFM56-5A/5B
TRAINING MANUAL

The CFM56-5A/-5B is a modular concept design engine.
It has 17 different modules that are enclosed within three
major modules and an accessory drive module.
The 3 Major Modules are:
- The Fan Major Module.
- The Core Engine Major Module.
- The Low Pressure Turbine Major Module.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
BASIC ENGINE
GENERAL
FAMILIARIZATION
Page 62
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
CORE ENGINE
MAjOR MODULE
FAN MAjOR
MODULE
- 5B
LOw pRESSURE TURBINE

MAjOR MODULE
ACCESSORY DRIVE
MODULE
MODULAR DESIGN (-5B)
CtC-227-006-01
EFFECTIVITY
TOC
BASIC ENGINE
GENERAL
FAMILIARIZATION
Page 63
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
BASIC ENGINE
GENERAL
FAMILIARIZATION
Page 64
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
CORE ENGINE
MAjOR MODULE
FAN MAjOR
MODULE
- 5A
LOw pRESSURE TURBINE

MAjOR MODULE
ACCESSORY DRIVE MODULE
MODULAR DESIGN (-5A)
CtC-227-059-00
EFFECTIVITY
TOC
BASIC ENGINE
GENERAL
FAMILIARIZATION
Page 65
Apr 06
CFM56-5A/5B
TRAINING MANUAL
Fan Major Module

The fan major module consists of 4 modules:
- Fan and booster module.
- No 1 and 2 bearing support module.
- Fan frame module.
- Inlet gearbox and No 3 bearing.
EFFECTIVITY
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TOC
BASIC ENGINE
GENERAL
FAMILIARIZATION
Page 66
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
FAN FRAME
MODULE
FAN AND
BOOSTER
MODULE
INLET GEARBOx
AND No 3 BEARING
No 1 AND No 2
BEARING SUppORT
MODULE
FAN MAjOR MODULE
CtC-227-060-00
EFFECTIVITY
TOC
BASIC ENGINE
GENERAL
FAMILIARIZATION
Page 67
Apr 06
CFM56-5A/5B
TRAINING MANUAL
CORE ENGINE MAJOR MODULE

The core engine is a high pressure, high speed, gas
generator that produces the power to drive the engine.
Fan discharge air is compressed in the High Pressure
Compressor (HPC), heated and expanded in the
combustion chamber. It is then directed by the High
Pressure Turbine (HPT) nozzles onto the HPT rotor.
Energy not extracted from the gas stream by the HPT
rotor is used to drive the Low Pressure Turbine (LPT), fan
rotors and booster.
In running conditions, the core engine also provides a
torque to drive the accessories installed on the AGB.
During engine start an Air Starter drives the core engine
through the accessory drive system.
The core engine consists of the following:

The HPC.
- HPC rotor.
- HPC front stator.
- HPC rear stator.
The combustion section.
- Combustor casing.
- Combustion chamber.
The HPT.
- HPT nozzle.
- HPT rotor.
- HPT shroud & Stage 1 LPT nozzle.
The forward end of the core is supported by the No 3 ball

and roller bearings, located in the Fan Major Module.
The aft end is supported by the No 4 roller bearing,
located in the LPT Major Module.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
BASIC ENGINE
GENERAL
FAMILIARIZATION
Page 68
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
COMBUSTION
CASE
HIGH pRESSURE
COMpRESSOR STATOR
COMBUSTOR
HIGH pRESSURE
TURBINE NOZZLES
FUEL NOZZLES
HpC STATOR
HIGH pRESSURE
TURBINE SHROUDS
STAGE 1 LpT
NOZZLES
HIGH pRESSURE
COMpRESSOR ROTOR
IGB & No 3 BEARING

No 4 BEARING
HpC
ROTOR
HIGH pRESSURE
TURBINE ROTOR
AIR DUCT
CORE ENGINE MAjOR MODULE
CtC-227-008-01
EFFECTIVITY
TOC
BASIC ENGINE
GENERAL
FAMILIARIZATION
Page 69
Apr 06
CFM56-5A/5B
TRAINING MANUAL
Low Pressure Turbine (LPT) Major Module

The purposes of the LPT major module are:
- To transform the pressure and velocity of gasses
coming from the High Pressure Turbine (HPT),
into mechanical power to drive the fan and booster
module.
- To provide a rear support for the HP and LP rotors.
- To provide rear mounts for engine installation on the
aircraft.
The LPT major module is located at the rear of the
engine, and consists of:
- The LPT rotor/stator module.
- The LPT shaft module.
- The turbine frame module.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
BASIC ENGINE
GENERAL
FAMILIARIZATION
Page 70
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
TURBINE FRAME
LpT ROTOR /
STATOR
ASSEMBLY
LpT SHAFT
CtC-227-061-00
LOw pRESSURE TURBINE MODULE
EFFECTIVITY
TOC
BASIC ENGINE
GENERAL
FAMILIARIZATION
Page 71
Apr 06
CFM56-5A/5B
TRAINING MANUAL
ACCESSORY DRIVE SYSTEM

At engine start, the accessory drive system transmits
external power from the engine air starter to drive the
core engine.
When the engine is running, the accessory drive system
extracts part of the core engine power and transmits it
through a series of gearboxes and shafts in order to drive
the engine and aircraft accessories.
For maintenance tasks, the core can be cranked
manually through the Accessory Gearbox.
The accessory drive system is located at the 6 oclock
position and consists of the following components:
- Inlet Gearbox (IGB), which takes power from the
HPC front shaft.
- Radial Drive Shaft (RDS), which transmits the power
to the Transfer Gearbox.
- Transfer Gearbox (TGB), which redirects the torque.
- Horizontal Drive Shaft (HDS), which transmits
power from the Transfer Gearbox to the Accessory
Gearbox.
- Accessory Gearbox (AGB), which supports and
drives both engine and aircraft accessories.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
BASIC ENGINE
GENERAL
FAMILIARIZATION
Page 72
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
INLET GEARBOx
(IGB)
RADIAL DRIVE
SHAFT (RDS)
HORIZONTAL
DRIVE SHAFT
(HDS)
ACCESSORY GEARBOx
(AGB)
TRANSFER GEARBOx
(TGB)
CtC-227-010-01
ACCESSORY DRIVE SECTION DESIGN
EFFECTIVITY
TOC
BASIC ENGINE
GENERAL
FAMILIARIZATION
Page 73
Apr 06
CFM56-5A/5B
TRAINING MANUAL
Accessory Gearbox
The accessory gearbox supports and drives both aircraft
and engine accessories.
The AGB assembly is mounted under the fan inlet case at
the 6 oclock position and is secured by 2 clevis mounts
with shouldered bushings.
The housing is an aluminium alloy casting.
Its rear face connects with the HDS coupling tube and
provides mounting pads for:
- The fuel pump.
- The N2 speed sensor.
- The starter.
Some of the accessories are installed on the AGB
through Quick Attach/Detach (QAD) rings.
The AGB consists of a gear train that reduces and

increases the rotational speed to meet the specific drive
requirements of each accessory.
The AGBs front face has mounting pads for the following
equipment:
- Lube unit.
- Hydraulic pump.
- Hand-cranking drive.
- Control alternator.
- Integrated Drive Generator (IDG).
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
BASIC ENGINE
GENERAL
FAMILIARIZATION
Page 74
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
CLEVIS MOUNT
FUEL pUMp/HMU pAD
N2 SpEED SENSOR
MOUNTING pAD
LUBRICATION
UNIT pAD
HORIZONTAL
DRIVE COUpLING
TUBE
STARTER pAD
HYDRAULIC pUMp pAD
FwD
HANDCRANkING pAD
CONTROL ALTERNATOR pAD
CLEVIS MOUNT
IDG pAD
ACCESSORY GEARBOx HOUSING
CtC-227-011-01
EFFECTIVITY
TOC
BASIC ENGINE
GENERAL
FAMILIARIZATION
Page 75
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
BASIC ENGINE
GENERAL
FAMILIARIZATION
Page 76
Apr 06
CFM56-5A/-5B
TRAINING MANUAL
engine systems
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 77
Feb 11
CFM56-5A/5B
TRAINING MANUAL
FADEC SYSTEM INTRODUCTION

FADEC purposes.
The CFM56-5A/-5B operates through a system known as
FADEC (Full Authority Digital Engine Control).
It takes complete control of engine systems in response
to 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
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TOC
engine
systems
general
familiarization
Page 78
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
ACTIVE CLEARANCE
CONTROL
POWER MANAGEMENT
CONTROL
FADEC
STARTING / SHUTDOWN /
IGNITION CONTROL
FUEL CONTROL
VARIABLE GEOMETRY
CONTROL
OIL TEMPERATURE
CONTROL
FADEC PUPOSES
CTC-227-012-00
EFFECTIVITY
TOC
THRUST REVERSER
CONTROL
engine
systems
general
familiarization
Page 79
Feb 11
CFM56-5A/5B
TRAINING MANUAL
FADEC SYSTEM INTRODUCTION

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
ALL CFM56-5A/-5B FOR A318-A319-A320-321
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systems
general
familiarization
Page 80
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
CONTROL SIGNALS
T3
T49.5 TCASE TEO
p0
pS12
pS3
N1
N2
T25
28V
115V
400Hz
T12
HARDwIRE
DIGITAL
(ARINC 429)
FEEDBACk SIGNALS
IGNITION
ECU
VBV VSV TBV** BSV*
ALTERNATOR
ID
pLUG
HpT LpT
CCV CCV
FRV
FUEL HYDROMECHANICAL
UNIT (HMU)
(FMV)
** ON -5B ONLY
FUEL
FLOw
REVERSER
SOLENOIDS
+ SwITCHES
STARTER
AIR VALVE
p25
T5
* ON -5A ONLY
pMUx (OpTIONAL)
FADEC SYSTEM
CtC-227-013-01
EFFECTIVITY
TOC
pS13
engine
systems
general
familiarization
Page 81
Feb 11
CFM56-5A/5B
TRAINING MANUAL
ELECTRONIC CONTROL UNIT

ECU location.
The ECU is a dual channel computer housed in an
aluminium chassis, which is secured on the right hand
side of the fan inlet case.
Four mounting bolts, with shock absorbers, provide
isolation from shocks and vibrations.
Two metal straps ensure ground connection.
ECU cooling system.
To operate correctly, the ECU requires cooling to maintain
internal temperatures within acceptable limits.
Ambient air is picked up by an air scoop, located on the
right hand side of the fan inlet cowl. This cooling air is
routed up to the ECU internal chamber, around channel
A and B compartments, and then exits through an outlet
port in the fan compartment.
EFFECTIVITY
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TOC
engine
systems
general
familiarization
Page 82
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
COOLING
DUCT
FAN INLET
COwL
INLET
ECU
- 5B
MOUNTING
BOLT
- 5A
MOUNTING
BOLT
INLET
COOLING
AIR OUTLET
FwD
pRESSURE
CONNECTORS
ECU
ELECTRICAL
CONNECTORS
OUTLET
CtC-227-014-01
EFFECTIVITY
TOC
ECU
engine
systems
general
familiarization
Page 83
Feb 11
CFM56-5A/5B
TRAINING MANUAL

Engine Rating / Identification Plug.
The engine rating/identification plug provides the ECU
with engine configuration information for proper engine
operation (ex. rating, SAC/DAC, /P version, etc...).
It is plugged into connector J14 at the bottom of the
ECT, and attached to the fan case by a metallic braid. It
remains with the engine even after ECU replacement.
The plug includes a coding circuit, soldered to the plug
connector pins.
The ECU stores schedules in its Non-Volatile Memory
(NVM) for all available engine configurations.
During initialization, it reads the plug.
In the case of a missing or invalid ID plug, the ECU
uses the value stored in the NVM for the previous plug
configuration.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 84
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
- 5B
- 5A
SAFETY wIRE
CODING
CIRCUIT
(FUSE
LINkS)
pUSH-pULL LINk
CODING CIRCUIT
O-RING
METALLIC
BRAID
METALLIC
BRAID
BOLTED ON THE
FAN CASE
CtC-227-015-01
IDENTIFICATION pLUG DESCRIpTION
EFFECTIVITY
TOC
engine
systems
general
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Page 85
Feb 11
CFM56-5A/5B
TRAINING MANUAL

The ECU can be powered either by the aircraft or by the
control alternator, depending on engine speed.
ECU power supply.
The ECU is provided with redundant power sources to
ensure an uninterrupted and failsafe power supply.
A logic circuit within the ECU, automatically selects the
correct power source by controlling switches inside the
EIU.
Control Alternator.
The control alternator provides two separate power
sources from two independent windings.
One is hardwired to channel A, the other to channel B.
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.
The power sources are the aircraft 28 VDC normal and

emergency busses, connected to the A/C batteries.
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
ALL CFM56-5A/-5B FOR A318-A319-A320-321
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engine
systems
general
familiarization
Page 86
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
A/C 28 VDC ESSENTIAL BUS

A/C 28 VDC BAT BUS (ENG1) DC BUS (ENG2)
EIU
GSE
j1
j2
j15
j9
j10
ECU
CONTROL
ALTERNATOR
14-300
VAC
ECU pOwER SUppLY
CtC-227-016-01
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 87
Feb 11
CFM56-5A/5B
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, cooled
down with AGB engine oil.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 88
Feb 11
CFM56-5A/-5B
WASHER
AGB
TRAINING MANUAL
BOLT
ATTACHMENT
PAD
ELECTRICAL
CABLE
CONNECTOR
CHANNEL A
ROTOR
NUT
ELECTRICAL
CABLE CONNECTOR
CHANNEL B
CTC-227-017-01
ECU CONTROL ALTERNATOR DESIGN
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 89
Feb 11
CFM56-5A/5B
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
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TOC
engine
systems
general
familiarization
Page 90
Feb 11
CFM56-5A/-5B
0
12
TRAINING MANUAL
13
17
25
49.5
49.5
- 5B
12
17
13
25
- 5A
AERODYNAMIC STATIONS
CtC-227-018-01
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 91
Feb 11
CFM56-5A/5B
TRAINING MANUAL
ENGINE SENSORS
Speed sensors.
Pressure sensors.
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.
The pressures are measured through transducers (quartz

capacitive pressure sensors) located in the ECU.
Thermocouples.
Vibration sensors.
Compressor discharge temperature, T3.
Exhaust Gas Temperature, EGT or T49.5.
LPT discharge temperature, T5 (optional monitoring kit).
HPT shroud support temperature, T Case.
Engine Oil Temperature, TEO.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
There are two vibration sensors, which are installed

on the engine and connected to the Engine Vibration
Monitoring Unit (EVMU).
engine
systems
general
familiarization
Page 92
Feb 11
CFM56-5A/-5B
T12
PS13
TRAINING MANUAL
T25
T3
P25
PS3
T49.5
(EGT)
T5
PS12
TRF
VIB SENSOR
(TAKEN ON ECU ITSELF)

P0
T CASE
N1
- 5B
SPEED SENSOR
TEO
No 1 BRG
VIB SENSOR
N2
ENGINE SENSORS (- 5B)
CtC-227-019-01
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 93
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 94
Feb 11
CFM56-5A/-5B
PS13
T12
TRAINING MANUAL
T25
T3
P25
PS3
T49.5
(EGT)
T5
PS12
(TAKEN ON ECU ITSELF)
TRF
VIB SENSOR
P0
T CASE
N1
- 5A
SPEED SENSOR
No 1 BRG
VIB SENSOR
TEO
N2
SPEED SENSOR
ENGINE SENSORS (- 5A)
CtC-227-063-00
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 95
Feb 11
CFM56-5A/5B
TRAINING MANUAL
Starting SYSTEM
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
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 96
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
AIR DUCTS
SAV
IGNITION
BOxES
ECU
IGNITER
STARTER
IGNITION
LEADS
CtC-227-064-00
STARTING SYSTEM (- 5B) SHOwN (- 5A IDENTICAL)
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 97
Feb 11
CFM56-5A/5B
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 55 psi).
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 98
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
pRESSURIZED
AIR
FROM A/C
AIR BLEED
SYSTEM
pYLON
INTERFACE
CONNECTION BOx
UppER
DUCT
ECU
STARTER AIR VALVE

LOwER
DUCT
CtC-227-020-01
pNEUMATIC STARTER
STARTING OpERATION (- 5B) SHOwN (- 5A IDENTICAL)
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 99
Feb 11
CFM56-5A/5B
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 has two independent circuits
consisting of :
- 2 high energy ignition exciters.
- 2 ignition lead assemblies.
- 2 spark igniters.
A current is supplied to the ignition exciters and
transformed into high voltage pulses. These pulses are
sent, through ignition leads, to the tip of the igniter plugs,
producing sparks.
EFFECTIVITY
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systems
general
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Page 100
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
ExCITER (2)
SpARk IGNITER (2)
IGNITION LEAD
ASSEMBLY (2)
IGNITION GENERAL
CtC-227-065-00
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 101
Feb 11
CFM56-5A/5B
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
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systems
general
familiarization
Page 102
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
THROTTLE
RESOLVER ANGLE
pwR
MAN
AMBIENT
CONDITIONS
N1 COMMAND
ENGINE
BLEEDS
EIU
AUTO THRUST
SYSTEM
ID pLUG
pOwER MANAGEMENT
CtC-227-022-01
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 103
Feb 11
CFM56-5A/5B
TRAINING MANUAL
fuels
Fuels used in CFM56-5A/-5B engines must be approved
by the authorities, following the specifications listed below
(or equivalent):
Servicing
WARNING: Sampling and refuelling must follow safety
precautions.
- ASTM D1655.
-JET A, JET A1 and JET B.
- MIL-T-5624 Grades JP4, JP5, or
- MIL-T-83133 Grade JP8.
-French Specifications AIR. 3405C, 3404C, 2407B.
-United Kingdom Specifications DERD 2454/2486,
DERD 2498.
The list of approved materials and equivalent
specifications is given in the Aircraft Maintenance Manual
(AMM).
Flights performed with mixed approved fuels are
authorised.
Additives
Approved additives listed in the AMM (anti-icing, red-dye,
leak-tracer ...) can be used following defined conditions
and limits.
EFFECTIVITY
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Page 104
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
THIS DATA IS FOR TRAINING pURpOSES ONLY.

THE LIST OF AppROVED MATERIALS IS GIVEN IN
THE AIRCRAFT MAINTENANCE MANUAL.
AppROVED FUELS
REFERENCES
USAGE
jET A-1
kEROSENE TYpE jET FUEL

FREEZING pOINT : -47 DEG C
jET A

jET B OR jp4
wIDE CUT TYpE jET FUEL
jp-5
HIGH FLASHpOINT jET FUEL
TS1

RT

jp-8
jET FUEL
FUEL
CtC-211-189-00
EFFECTIVITY
TOC
MIxED FUEL OpERATION IS ALLOwED, pROVIDED THE OTHER

FUEL IS ON THE LIST.
engine
systems
general
familiarization
Page 105
Feb 11
CFM56-5A/5B
TRAINING MANUAL
FUEL DISTRIBUTION
The fuel distribution components consist of:
- Fuel supply and return lines (not shown).
- A fuel pump and filter assembly.
- A main oil/fuel heat exchanger.
- A servo fuel heater.
- A Hydro-Mechanical Unit (HMU).
- A fuel flow transmitter.
- A fuel nozzle filter.
- An IDG oil cooler.
- A Fuel Return Valve (FRV).
(-5B):
- A fuel manifold.
- Twenty fuel nozzles.
(-5A):
- A Burner Staging Valve (BSV).
- Two fuel manifolds (each with 10 nozzles).
EFFECTIVITY
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systems
general
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Page 106
Feb 11
CFM56-5A/-5B
IDG OIL
COOLER
TRAINING MANUAL
FUEL RETURN
VALVE
FUEL MANIFOLD
(pARTIAL)
- 5B
MAIN OIL/FUEL
HEAT ExCHANGER
FUEL
NOZZLE
SERVO
FUEL
HEATER
FUEL NOZZLE
FILTER
FUEL
pUMp
CtC-227-023-01
HMU
FUEL DISTRIBUTION COMpONENTS (- 5B)
EFFECTIVITY
TOC
FUEL FLOw
TRANSMITTER
engine
systems
general
familiarization
Page 107
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 108
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
FUEL MANIFOLD
(pARTIAL)
FUEL
RETURN VALVE
BURNER
STAGING VALVE
MAIN OIL/FUEL
HEAT ExCHANGER
SERVO
FUEL
HEATER
FUEL
NOZZLE
FUEL
pUMp
FUEL NOZZLE
FILTER
IDG
OIL COOLER
CtC-227-066-00
HMU
FUEL DISTRIBUTION COMpONENTS (- 5A)
EFFECTIVITY
TOC
FUEL FLOw
TRANSMITTER
engine
systems
general
familiarization
Page 109
Feb 11
CFM56-5A/5B
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.
(-5B):
The main fuel flow goes through the HMU metering
system, the fuel flow transmitter and fuel nozzle filter and
is then directed to the 20 fuel nozzles.
(-5A, 5B):
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.
(-5A):
The main fuel flow goes through the HMU metering
system, the fuel flow transmitter and the fuel nozzle filter
and is then directed to the fuel nozzles and the BSV.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
Before returning to the A/C tank, the hot fuel is mixed

with cold fuel from the outlet of the LP stage of the fuel
pump.
engine
systems
general
familiarization
Page 110
Feb 11
CFM56-5A/-5B
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
HMU
SERVO
MECHANISMS
FUEL
NOZZLE
FILTER
VALVES
ACTUATORS
20 FUEL
NOZZLES
ON - 5A ONLY
FUEL
NOZZLE
FILTER
10 FUEL
NOZZLES
BSV
FUEL DISTRIBUTION
CtC-227-024-01
EFFECTIVITY
TOC
10 FUEL
NOZZLES
engine
systems
general
familiarization
Page 111
Feb 11
CFM56-5A/5B
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
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 112
Feb 11
CFM56-5A/-5B
AIRpLANE FUEL SUppLY

LINE ATTACH FLANGE
QAD
ATTACH
FLANGE
TRAINING MANUAL
FwD
VIEw
DRIVE
SHAFT
FwD
OIL/FUEL HEAT
ExCHANGER
ATTACH FLANGE
FUEL
FILTER
FUEL pUMp AND

FILTER ASSEMBLY
CtC-227-025-01
FUEL pUMp (- 5B) SHOwN (- 5A IDENTICAL)
EFFECTIVITY
TOC
OUTpUT
SHAFT
TO HMU
engine
systems
general
familiarization
Page 113
Feb 11
CFM56-5A/5B
TRAINING MANUAL
OIL/FUEL HEAT EXCHANGERS

The purpose of the main oil/fuel heat exchanger is to
cool the engine scavenge oil with cold fuel, through
conduction and convection, inside the exchanger where
both fluids circulate.
The servo fuel heater is another heat exchanger which
uses engine scavenge oil as the heat source to warm up
fuel in the fuel control system. This prevents ice particles
from entering sensitive servo mechanisms.
The exchangers are installed at the 7 oclock position, in
the fuel pump housing area.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 114
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
MAIN OIL/FUEL
HEAT ExCHANGER
SERVO
FUEL HEATER
HMU
AGB
OIL/FUEL HEAT ExCHANGERS
CtC-227-026-01
EFFECTIVITY
TOC
FUEL pUMp
engine
systems
general
familiarization
Page 115
Feb 11
CFM56-5A/5B
TRAINING MANUAL
hydromechanical unit
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
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 116
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
HMU
CtC-227-028-01
HYDROMECHANICAL UNIT LOCATION
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 117
Feb 11
CFM56-5A/5B
TRAINING MANUAL
FUEL FLOW TRANSMITTER

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 at the 7 oclock position,
between the HMU metered fuel discharge port and the
fuel nozzle filter, it is bolted on installation brackets on the
rear side 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.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 118
Feb 11
CFM56-5A/-5B
FORwARD
TRAINING MANUAL
HYDROMECHANICAL
UNIT
FUEL DISCHARGE
TUBE
TO FUEL
NOZZLE FILTER
FLOw
FROM HMU
Up
HMU
DISCHARGE
pORT
OUTLET
INLET
ELECTRICAL
CONNECTOR
INSTALLATION BRACkET
FUEL SUppLY HOSE
FUEL FLOw TRANSMITTER
CtC-227-029-01
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 119
Feb 11
CFM56-5A/5B
TRAINING MANUAL
fuel nozzle filter

The fuel nozzle filter (also called downstream fuel filter)
is installed above the top of the HMU between 7 and 8
oclock and connected 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
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 120
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
FUEL NOZZLE
FILTER
NOZZLE
MANIFOLD
FROM
FUEL FLOw
TRANSMITTER
FUEL FLOw
TRANSMITTER
HMU
CtC-227-030-01
FUEL NOZZLE FILTER (OR DOwNSTREAM FUEL FILTER)
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 121
Feb 11
CFM56-5A/5B
TRAINING MANUAL
burner staging valve (-5a only)

The purpose of the Burner Staging Valve (BSV) is to
close the fuel supply to the staged manifold.
In this condition, only ten fuel nozzles are supplied with
fuel.
The BSV is installed on a support bracket on the core
engine at the 6 oclock position.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 122
Feb 11
CtC-227-031-01
CFM56-5A/-5B
BURNER STAGING VALVE (-5A ONLY)
EFFECTIVITY
TOC
TRAINING MANUAL
engine
systems
general
familiarization
Page 123
Feb 11
CFM56-5A/5B
TRAINING MANUAL
fuel nozzle (SAC)

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.
All nozzles feature a primary and a secondary fuel flow,
depending on fuel pressure.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 124
Feb 11
CFM56-5A/-5B
- 5B
TRAINING MANUAL
FUEL
MANIFOLD
FUEL
NOZZLE
- 5A
FUEL
MANIFOLD
FUEL NOZZLE
COMBUSTION
CHAMBER
COMBUSTION
CASE
COMBUSTION
CHAMBER
FUEL NOZZLE (SAC)
CtC-227-032-01
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 125
Feb 11
CFM56-5A/5B
TRAINING MANUAL
fuel nozzle (DAC) (-5B only)

The DAC fuel manifold consists of 20 nozzles, which are
of two types:
- the cooling nozzles
- the bleed nozzles
Both nozzle types are similar in function and fuel
management, bu spray fuel in different areas of the
combustion chamber.
Each nozzle has two tips. The upper tip supplies fuel to
the pilot burner zone, and the lower tip to the main burner
zone.
All nozzles feature a primary and a secondary fuel flow,
depending on fuel pressure.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 126
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
FUEL MANIFOLD
CONNECTIONS
FUEL NOZZLE
(TYPICAL)
PILOT FUEL
NOZZLE TIP
PILOT BURNER
ZONE
MAIN BURNER
ZONE
FWD
MAIN FUEL
NOZZLE TIP
FUEL NOZZLE (DAC) (-5B ONLY)
CTC-227-033-01
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 127
Feb 11
CFM56-5A/5B
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.
(-5A, -5B):
The interfaces are:
(-5B):
- The fuel supply and return lines.
The IDG oil cooler is located on the fan case, just

above the engine oil tank, between the 9 and 10 oclock
positions.
- The oil supply and return lines.
The unit consists of a matrix providing the heat exchange

operation, a housing, and a cover enclosing a by-pass
valve.
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.
(-5A):
The IDG oil cooler is installed on the fan case at the 5.30
clock position, in front of the AGB.
The IDG oil cooler is of the tubular type, and consists of a
removable core, a housing, and a cover.
The housing includes a pressure relief valve connected in
parallel with the fuel inlet and outlet ports.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 128
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
- 5B
INTEGRATED
DRIVE
GENERATOR
BY-pASS
VALVE
OIL IN
OIL OUT
HMU
MATRIx
(INSIDE)
FUEL IN
FUEL OUT
HOUSING
MAIN OIL/FUEL
HEAT
ExCHANGER
DRAIN pLUG
COVER
IDG OIL COOLER DESIGN (-5B)
CtC-227-034-01
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 129
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 130
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
MAIN OIL/FUEL
HEAT
ExCHANGER
- 5A
CORE
INSIDE
FUEL
OUT FUEL
IN
HMU
HOUSING
COVER
OIL
OUT
INTEGRATED
DRIVE
GENERATOR
OIL
IN
DRAIN pLUG
IDG OIL COOLER DESIGN (-5A)
CtC-227-067-00
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 131
Feb 11
CFM56-5A/5B
TRAINING MANUAL
fuel return valve

The Fuel Return Valve (FRV) returns part of the fuel to
the A/C tanks to increase the cooling efficiency of the
fuel/IDG oil cooler.
(-5B):
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.
(- 5A):
The FRV is mounted on a bracket on the left hand side of
the fan inlet case, at the 8.30 oclock position, next to the
oil tank.
(-5B, -5A)
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 FRV is fuel operated and electrically controlled
through the ECU control logic.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 132
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
- 5B
TO A/C
FAN CASE
BRACkET
TO FUEL DRAIN
FROM Hp
FUEL pUMp
FROM IDG COOLER
CONNECTOR
CHANNEL A
CONNECTOR
CHQNNEL B
FROM Lp
FUEL pUMp
HOT
CtC-227-035-01
FUEL RETURN VALVE INTERFACE (-5B)
EFFECTIVITY
TOC
COLD
engine
systems
general
familiarization
Page 133
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 134
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
RETURN TO
AIRCRAFT
TANk
- 5A
FUEL
RETURN
TUBE
OIL TANk
FwD
pSF
COLD FUEL
p STOp
(SOV)
FUEL
RETURN
VALVE
ECU
FUEL RETURN VALVE (-5A)
CtC-227-068-00
EFFECTIVITY
TOC
HOT FUEL
engine
systems
general
familiarization
Page 135
Feb 11
CFM56-5A/5B
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.
At low speed, they are fully open and reject part of

the booster discharge air into the secondary airflow,
preventing the LPC from stalling.
The system consists of:
At high speed, the VBVs are closed.

The HPC is equipped with one Inlet Guide Vane (IGV)
stage and three VSV stages.
- 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.
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.
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.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 136
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
- 5B
- 5A
VARIABLE BLEED VALVES

(VBV)
SLIDE
INLET GUIDE VANES

(IGV)
VARIABLE
STATOR VANES
(VSV)
COMpRESSOR CONTROL DESIGN
CtC-227-036-01
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 137
Feb 11
CFM56-5A/5B
TRAINING MANUAL
variable bleed valve

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.
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.
The fuel gear motor transforms high pressure fuel flow
into rotary driving power to position the master bleed
valve, through a screw in the stop mechanism.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 138
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
VIEw
11 VARIABLE BLEED VALVES
2:30 CLOCk
pOSITION
FEEDBACk
ROD
FEEDBACk
SENSOR
(RVDT)
1 MASTER BLEED VALVE
3:30 CLOCk
pOSITION
FUEL
GEAR
MOTOR
MAIN FLExIBLE SHAFT

(NOT VISIBLE)
FwD
STOp MECHANISM
VBV SYSTEM
CtC-227-037-01
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 139
Feb 11
CFM56-5A/5B
TRAINING MANUAL
Variable stator vane

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.
VSV linkage system
The VSV position is calculated by the ECU using various

engine parameters, and the necessary fuel pressure is
delivered by the HMU dedicated servo valve.
The vane actuation rings are linked to the master rod in

the bellcrank assembly, through slave rods.
The VSV system is located at the front of the HP

compressor and consists of 2 actuators and 2 bellcrank
assemblies, on both sides of the HPC case.
The actuators, located at the 2 and 8 oclock positions on
the HPC case, move 4 actuation rings (made in 2 halves)
to change the angular position of the vanes.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
Each VSV actuator is connected through a clevis link and

a bellcrank assembly to a master rod.
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.
engine
systems
general
familiarization
Page 140
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
VARIABLE STATOR
VANE ACTUATOR
ACTUATION
RINGS
Hp COMpRESSOR
CASE
BELLCRANk
ASSEMBLIES
VSV SYSTEM LOCATION
CtC-227-038-01
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 141
Feb 11
CFM56-5A/5B
TRAINING MANUAL
transient bleed valve (-5b ONLY)

The Transient Bleed Valve (TBV) system improves
the HPC stall margin during engine starting and rapid
transient (acceleration and deceleration).
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
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 142
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
- 5B ONLY
9TH STAGE IN
9TH STAGE OUT
TBV
CtC-227-039-01
TBV SYSTEM LOCATION (-5B ONLY)
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 143
Feb 11
CFM56-5A/5B
TRAINING MANUAL
HIGH PRESSURE TURBINE CLEARANCE CONTROL

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.
(-5A, -5B):
(-5B):
The ECU uses various engine and aircraft sensor

information to take into account the engine operating
range and establish a schedule.
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.
(-5A):
The HPTCC system uses bleed air from the 5th 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 system also includes a start bleed feature, which
provides a high level of 9th stage HPC bleed air for
increased start stall margin.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 144
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
- 5B
9TH STAGE
BLEED AIR DUCT
FwD
DISCHARGE
MANIFOLD
HpTCC
VALVE
HpTCC SYSTEM LOCATION (-5B)
CtC-227-040-01
EFFECTIVITY
TOC
4TH STAGE
BLEED AIR DUCT
engine
systems
general
familiarization
Page 145
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 146
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
- 5A
HpTCC
DISCHARGE
MANIFOLD
START BLEED
DISCHARGE TUBE
HpTCC VALVE
FwD
HpTCC SYSTEM LOCATION (-5A)
CtC-227-069-00
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 147
Feb 11
CFM56-5A/5B
TRAINING MANUAL
low pressure turbine clearance control

The LPTCC system uses fan discharge air to cool the
LPT case during engine operation, in order to control the
LPT rotor to stator clearances.
It also protects the turbine case from over-temperature by
monitoring the EGT.
This ensures the best performance of the LPT at all
engine ratings.
The LPTCC system is a closed loop system, which
regulates the cooling airflow sent to the LPT case,
through a valve and a manifold.
The LPTCC valve is located on the engine core section
between the 4 and 5 oclock positions.
The LPTCC system consists of:
- An air scoop.
- The LPTCC valve.
- An air distribution manifold.
- Six LPT case cooling tubes.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 148
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
AIR DISTRIBUTION MANIFOLD
LpTCC
VALVE
LpT CASE
COOLING
TUBES (x6)
AIR
SCOOp
CtC-227-041-01
LpTCC SYSTEM LOCATION (-5B SHOwN)
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 149
Feb 11
CFM56-5A/5B
TRAINING MANUAL
oils
Oils used for the operation of CFM56-5A/-5B engines
follow the specifications listed in the AMM:
- MIL-L-23699 (Type II) (Preferred)
- MIL-L-7808 (Type I)
Approved oil brands are defined in Service Bulletin
SB79-001.
NOTE: For service or service evaluation, airline operators
wishing to use an oil brand that is not approved, should
contact the CFM International (CFMI) Customer Support
Manager prior to operating their engines.
Corrosion prevention
Approved corrosion preventive oils or additives listed
in the AMM can be used, under defined limits and
conditions.
Servicing
WARNING: Type I and II oils are synthetic and can injure
personnel. Follow safety precautions.
Without CFM concurrence, evaluation and/or engine

operation of CFM56 engines with oil brands other than
approved, will void the warranty and/or long-term material
cost guarantees.
NOTE: Do not mix different types of oils.
In case of accidental mixing with a non-approved oil
brand or a different type oil brand, precaution actions
must be taken.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 150
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
THIS DATA IS FOR TRAINING pURpOSES ONLY.

THE LIST OF AppROVED MATERIALS IS GIVEN IN
THE AIRCRAFT MAINTENANCE MANUAL.
USABLE OILS
OIL TYpE I
OIL TYpE
II
OIL TYpE
II IS pREFERRED
DO NOT MIx TwO DIFFERENT OIL TYpES
OIL
CtC-211-190-00
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 151
Feb 11
CFM56-5A/5B
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 chip detection system, installed on the lubrication
unit.
- A main oil/fuel heat exchanger, secured on the
engine fuel pump.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 152
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
- 5B
VIEw A
- 5A
ANTI-SIpHON
DEVICE
OIL
TANk
MAIN OIL/FUEL
HEAT
ExCHANGER
LUBRICATION
UNIT
CtC-227-042-01
OIL DISTRIBUTION COMpONENTS LOCATION
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 153
Feb 11
CFM56-5A/5B
TRAINING MANUAL
oil general
(-5B):
The oil system is self contained and may be split into the
different circuits listed below:
- Oil supply circuit.
- Oil scavenge circuit.
- Oil circuit venting.
The oil is pumped from the oil tank by the supply area of
the lubrication unit. Before entering the unit, the supply
oil passes through the anti-siphon, which prevents the oil
tank from getting emptied at engine shutdown.
After being filtered, the oil is supplied to the engine
sumps by three supply lines leading:
- To the forward sump.
- To the rear sump.
- To the AGB-TGB.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
There are four scavenge lines, one per sump, which

collect the scavenge oil to deliver it to the lubrication unit
scavenge area.
After passing through the lube unit, the scavenge oil is
returned through a unique outlet, and crosses the master
chip detector, which triggers a visual pop-out indicator in
case of contamination by magnetic particles.
The oil is then cooled by engine fuel in the two fuel/oil
heat exchangers before returning to the oil tank.
A venting line connects the oil tank with the TGB and the
main sumps to balance pressure between the different
areas.
engine
systems
general
familiarization
Page 154
Feb 11
CFM56-5A/-5B
ECAM
OIL QTY
INDICATION
OIL pRESSURE
TRANSMITTER
ECAM OIL
pRESSURE
INDICATION
OIL DIFFERENTIAL
pRESSURE SwITCH
ECAM MIN
OIL pRESSURE
wARNING
ANTI
SIpHON
OIL
TANk
ECAM
OIL FILTER
CLOG INDICATION
ECAM
OIL TEMp
INDICATION
TRAINING MANUAL
FUEL/OIL
HEAT
ExCHANGERS
FwD
SUMp
FILTERS
LUBRICATION UNIT
SUppLY AREA
AGB
REAR
SUMp
TGB
VISUAL
INDICATOR
LUBRICATION UNIT
SCAVENGE AREA
MASTER CHIp
DETECTOR
OIL DISTRIBUTION (-5B)
CtC-227-043-01
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 155
Feb 11
CFM56-5A/5B
TRAINING MANUAL
oil general
(-5A):
The oil system is self contained and may be split into the
different circuits listed below:
- Oil supply circuit.
- Oil scavenge circuit.
- Oil circuit venting.
The oil is pumped from the oil tank by the supply area of
the lubrication unit. Before entering the unit, the supply
oil passes through the anti-siphon, which prevents the oil
tank from getting emptied at engine shutdown.
After being filtered, the oil is supplied to the engine
sumps by three supply lines leading:
- To the forward sump.
- To the rear sump.
- To the AGB-TGB.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
There are four scavenge lines, one per sump, which

collect the scavenge oil to deliver it to the lubrication unit
scavenge area.
Before entering the lube unit scavenge area, the
scavenge oil crosses 4 magnetic chip detectors and a
filter, which triggers a visual pop-out indicator in case of
clogging.
The oil is then cooled by engine fuel in the two fuel/oil
heat exchangers before returning to the oil tank.
A venting line connects the oil tank with the TGB and the
main sumps to balance pressure between the different
areas.
engine
systems
general
familiarization
Page 156
Feb 11
CFM56-5A/-5B
ECAM
OIL QTY
INDICATION
ANTI
SIpHON
OIL
TANk
ECAM OIL
TEMpERATURE
INDICATION
OIL p xMTR
OIL DIFFERENTIAL
pRESSURE SwITCH
TRAINING MANUAL
ECAM OIL
pRESSURE
INDICATION
ECAM MIN
OIL pRESSURE
wARNING
FwD
SUMp
FILTER
LUBRICATION UNIT
SUppLY AREA
LUBRICATION UNIT
SCAVENGE AREA
FUEL/OIL
HEAT
ExCHANGERS
VISUAL
CLOGGING
INDICATORS
AGB
REAR
SUMp
TGB
FILTER
ECAM OIL
FILTER
CLOG
INDICATION
4MCDs
OIL DISTRIBUTION (-5A)
CtC-227-070-00
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 157
Feb 11
CFM56-5A/5B
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, an oil
outlet to the lubrication unit and a vent tube.
To replenish the oil tank, there are a gravity filling port, a
remote filling port and an overflow port.
A scupper drain ducts any oil spillage to the drain mast
and a plug is provided for draining purposes.
The tank has a pressure tapping connected to a low oil
pressure switch and oil pressure transmitter, that are
used in cockpit indicating.
Between engine start and running conditions, the oil level
drops, due to the gulping effect.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 158
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
VIEw
VENT TUBE
OIL INLET
(FROM ExCHANGER)
MOUNTS
OIL LEVEL
TRANSMITTER
GRAVITY
FILLING pORT
REMOTE
OVERFLOw pORT
SCUppER DRAIN LINE

TO DRAIN MAST
REMOTE
FILLING pORT
MOUNTS
OIL TANk
OIL OUTLET
(TO LUBE UNIT)
OIL TANk
CtC-227-044-01
EFFECTIVITY
TOC
DRAIN pLUG
engine
systems
general
familiarization
Page 159
Feb 11
CFM56-5A/5B
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 is able to enter the
anti-siphon device and inhibit the oil supply flow.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 160
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
FwD
SUMp
FROM FORwARD SUMp

SUppLY LINE
LUBE UNIT
TO LUBRICATION
UNIT
LUBRICATION UNIT
SUppLY LINE
SUppLY LINE
FROM OIL TANk
FROM OIL TANk
ANTI-SIpHON
CtC-227-045-01
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 161
Feb 11
CFM56-5A/5B
TRAINING MANUAL
lubrication unit
(-5B):
(-5A):
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.
The lubrication unit has three 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 circulates oil through the servo fuel heater and
heat exchanger.
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).
- Three supply ports (to fwd, aft, AGB-TGB sumps).
- Four scavenge ports (aft and 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.
There is an alignment hole to align with a pin on the AGB
to facilitate installation of the lube unit.
(-5A, -5B):
It is installed on the left hand side of the AGB front face.

Externally, the lubrication unit is a one-piece cast
housing, which has:
- A suction port (from the oil tank).
- Three supply ports (to fwd, aft, AGB-TGB sumps).
- Four scavenge ports (aft and fwd sumps, TGB,
AGB).
- Four magnetic chip detectors.
- An oil out port (to main oil/fuel heat exchanger).
- An oil supply filter.
- A common scavenge filter.
- Two filter clogging indicators.
- Two filter bypass valves.
- Provision plugs for downstream pressure and
temperature measurement.
Internally, it has 5 pumps driven by the AGB, through a

single shaft. One pump is dedicated to the supply circuit
and four pumps to the scavenge circuits.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 162
Feb 11
CFM56-5A/-5B
OIL TEMp
SENSOR
TO FRONT
SUMp
TRAINING MANUAL
- 5B
AGB
MAIN
FILTER
TO AGB-TGB
O-RING
TO REAR SUMp
CLAMp
FROM AFT SUMp

(ENGRAVED REAR SUMp)
FROM TGB
FROM FwD SUMp
(ENGRAVED FRONT SUMp)
OIL OUT pORT

TO MASTER
CHIp DETECTOR
FROM AGB
CLOGGING
INDICATOR
SCAVENGE
SCREEN
pLUGS
BACk-Up
FILTER
ALIGNMENT
HOLE
DRAIN
pLUG
SUCTION
FROM OIL TANk
LUBRICATION UNIT (-5B)
CtC-227-046-01
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 163
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 164
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
- 5A
CHECk
VALVES
BYpASS VALVES
OIL TO REAR SUMp
TEMpERATURE
pROVISION pLUG
OIL TO AGB AND TGB
TGB
AGB
AFT SUMp
FwD SUMp
SUCTION
pORT
OIL TO
FRONT SUMp
OIL OUT TO MAIN

OIL/FUEL HEAT
ExCHANGER
DRIVE
SHAFT
CLOGGING
INDICATOR
CLOGGING
INDICATOR
SUppLY
FILTER
CHIp DETECTOR
HANDLING pLUGS
LUBRICATION UNIT (-5A)
CtC-227-071-00
EFFECTIVITY
TOC
MAIN SCAVENGE
FILTER
engine
systems
general
familiarization
Page 165
Feb 11
CFM56-5A/5B
TRAINING MANUAL
master chip detector (-5B ONLY)

The Master Chip Detector (MCD) collects magnetic
particles suspended in the oil that flows from the common
outlet of the four scavenge pumps.
It is installed on the lubrication unit and is connected to
an oil contamination pop-out indicator, through the DPM
wiring harness.
It must be checked at regular specific inspection intervals,
according to the MPD.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 166
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
LUBRICATION
UNIT
GASkET
MASTER CHIp
DETECTOR
STRAIGHT
CONNECTOR
wITNESS
LINES
CtC-227-047-01
MASTER CHIp DETECTOR (-5B ONLY)
EFFECTIVITY
TOC
HOSE TO
SERVO-FUEL
HEATER
engine
systems
general
familiarization
Page 167
Feb 11
CFM56-5A/5B
TRAINING MANUAL
visual pop-out indicator (-5b only)

The visual indicator works in conjunction with the MCD
and its purpose is to provide maintenance personnel with
a visual indication of magnetic chip contamination in the
oil circuit.
The indicator is a pop-out device, located on the left hand
side (ALF) of the downstream fan case, just above the oil
tank.
It has 2 electrical connectors:
- One for the wiring harness connected to the MCD.
- One for the electrical supply harness from the A/C.
After maintenance action, the pop-out indicator must be
manually reset.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 168
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
A/C 28 VDC
DpM CABLE
ELECTRICAL
INTERFACE
MASTER CHIp
DETECTOR
(MCD)
LUBRICATION
UNIT
CtC-227-048-01
OIL TANk
VISUAL pOp-OUT INDICATOR (-5B ONLY)
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 169
Feb 11
CFM56-5A/5B
TRAINING MANUAL
SECONDARY FLOW EXHAUST SYSTEM

Location of T/R control components.
The thrust reverser control system controls hydraulic and
electrical power to the thrust reverser for stow and deploy
operations.
The control components are located in the following
areas of the airplane:
- The control quadrant.
- The engine.
- The T/R halves.
- The pylon.
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 170
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
THROTTLE QUADRANT:
- CONTROL LEVER
- REVERSER LATCHING LEVER
VIEw
pYLON:
- SHUT-OFF VALVE
- HYDRAULIC FILTER
ENGINE:
- ELECTRONIC CONTROL UNIT
THRUST REVERSER HALVES:

- ELECTRICAL, HYDRAULIC AND
MECHANICAL COMpONENTS
T/R CONTROL SYSTEM
CtC-227-076-00
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 171
Feb 11
CFM56-5A/5B
TRAINING MANUAL
engine indicating system

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, etc...)
Depending on the data transmitted, messages are
generated on the following devices:
- Upper ECAM: Engine Warning Display (EWD).
- Lower ECAM: Systems Display (SD).
There are also visual and audible attention getters:
- Master Caution, Master Warning.
- Audible chimes and oral warning.
These messages are used to run the engine under
normal conditions throughout the operation 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
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 172
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
VIEW
ENGINE WARNING DISPLAY
ENGINE SYSTEM PAGE
ENGINE
5
10
84.2
5
10
952
104.9
2300
N1
EGT
0
C
N2
%
F.F
KG/H
10
84.2
FLX
207
1.296 56 C
OIL
PRESS.
10
670
FOB: 6700KG
S
FLAP
25
0
14.5
300
99.9
ENG 1 EGT OVERLIMIT

ENG 1 COMPRESSOR VANE
2185
140
T.0 INHIBIT
IGNITION
LDG LT
14.4
VIB (N2)
0.3 0.3
300
0
166
140
OIL
TEMP.
A
MASTER
WARN
MASTER
CAUT
+10
+10
C
C
03
GW
54700
KG
H 25
IGN
SAV
A
PSI 34
TAT +19 C
SAT +18 C
IGN
B
35 PSI
23 H 56
GW 132000 LBS
ENGINE INDICATING SYSTEM
CTC-227-050-01
EFFECTIVITY
TOC
25
PSI
C
VIB (N1)
1.6 1.6
215
VIEW
OIL
QT
166
TAT
SAT
F.USED
KG
engine
systems
general
familiarization
Page 173
Feb 11
CFM56-5A/5B
TRAINING MANUAL
centralized fault and display system

The reporting functions provided by the Centralized Fault
and Display System (CFDS) are:
- The last leg report.
- The last leg ECAM report.
- The previous leg report.
- The post-flight report.
Through the systems report/test, there is access to
engine reports, specific data and tests such as FADEC
test, ignition test, etc...
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-321
TOC
engine
systems
general
familiarization
Page 174
Feb 11
CFM56-5A/-5B
CFDS
TRAINING MANUAL
<LAST LEG REPORT

<LAST LEG ECAM REPORT
<PREVIOUS LEGS REPORT
<AVIONICS STATUS
** ENGINE 1 MAIN MENU **
<SYSTEM REPORT/TEST
<
POST
*SEND
FLT REP
PRINT>
<
<
BRT
DIR
PRO
ROG
RO
PER
PERF
INI
NIT
NI
DAT
ATA
F-PL
-PLN
-PL
RAD
D
NAV
N
FUEL
EL
PR
PRED
SEC
C
F-PLN
F-
ATC
TC
CCMM
CC
AIR
R
PORT
PO
NEXT
XT
PA
PAGE
F
A
I
L
F
M
G
C
3
6
8
0
9
/
OFF
<
MCDU
DU
M
MENU
D E
O FY
OVFY
CL
LR
<
>
>
>
>
>
M
C
D
U
M
E
N
U
CFDS REPORTING SYSTEM
CTC-227-051-01
EFFECTIVITY
TOC
<
LAST LEG
IGN TEST
REPORT
PREV LEGS
T/R TEST
REPORT
LRU IDENT FADEC TEST
REPORT
TROUBLE SHOOTING
REPORT
CLASS 3
SCHED MAINT
REPORT
REPORT
RETURN S P E C I F I C D A T A
engine
systems
general
familiarization
Page 175
Feb 11
CFM56-5A/-5B
TRAINING MANUAL
EFFECTIVITY
TOC
engine
systems
general
familiarization
Page 176
Feb 11

CTC-227 - General - Familiarization BOOK Feb 2011

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HERTZ (CYCLES PER SECOND)

CFMI PROPRIETARY INFORMATION

OUTSIDE AIR TEMPERATURE

CFMI PROPRIETARY INFORMATION

QUICK ATTACH DETACH

CFMI PROPRIETARY INFORMATION

STANDARD TEMPERATURE AND PRESSURE

VARIABLE DIFFERENTIAL TRANSFORMER

CFMI PROPRIETARY INFORMATION

IMPERIAL / METRIC CONVERSIONS

METRIC / IMPERIAL CONVERSIONS

1 m = 10.76 sq. ft.

1 m = 35.31 cu. ft.

1 psi. = 6.890 kPa

1 Pa = 1.45 10-4 psi.

CFMI PROPRIETARY INFORMATION

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INTRODUCTION TO THE CFM56 FAMILY

CFM56-5B8/p (21,600 lbs) 9,608 daN

CFM56-5A/-5B FOR AIRBUS AppLICATIONS

CFMI Proprietary Information

CFMI Proprietary Information

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AIR INLET COwL (CFM56-5B)

AIR INLET COwL (CFM56-5B)

t/R AND SECONDARY exhaust system

AFTER TOUCH DOwN

THRUST REVERSER ACTION ON SECONDARY AIRFLOw

CFMI Proprietary Information

PRIMARY FLOW EXHAUST SYSTEM

pRIMARY ExHAUST SYSTEM

CFMI Proprietary Information

ENGINE removal / installation

The bootstrap hoisting system includes a forward and

Before removing the engine, do the following steps:

The purpose of the engine transportation stand cradle

- Fully open the fan cowls and the thrust reverser

ENGINE REMOVAL/INSTALLATION TOOLS

CFMI Proprietary Information

The preservation procedure to be used will be selected

The procedure recommended for preservation of the

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fire protection / detection SYSTEM

The purpose of the engine re detection system is to

The purpose of the re detector is to detect any overheat

On each engine, there are two independent and

FIRE pROTECTION / DETECTION SYSTEMS

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