CFM 56-5b Diff l3 (Dec2003 CMP)

Training Manual
A318
ATA 71-80
Engine CFM 56-5B
Diff to CFM 56-5A
ATA 104 SPEC L3
Book No:
CFM 56-5B DIFF L3
Lufthansa
Technical Training GmbH
Lufthansa Base
For Training Purposes Only

Lufthansa 1995
For training purposes and internal use only.

Copyright by Lufthansa Technical Training GmbH.
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:
Lufthansa Technical Training GmbH

Lufthansa Base Frankfurt
D-60546 Frankfurt/Main
Tel. +49 69 / 696 41 78
Fax +49 69 / 696 63 84
Lufthansa Base Hamburg
Weg beim Jger 193
D-22335 Hamburg
Tel. +49 40 / 5070 24 13
Fax +49 40 / 5070 47 46
Lufthansa Technical Training
POWER PLANT
GENERAL
A318/319/A320/321
CFM 56-5B
71-00
ATA 71
POWER PLANT
71-00
GENERAL
CFM 56 CONCEPT
The CFM 56 turbofan engine family is a product of CFMI (Comercial Fan Motor
International). CFM International is a company jointly owned by General Electric of the USA and Societe Nationale dEtude et de Construction de Moteurs
dAviation (SNECMA) of France.
- Core Engine
- Fuel System Design
- E.C.U. & H.M.U.
- L.P. System
- Accessory Drive System
- Control & Accessories
- Engine Installation
- Thrust Reverser
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Page: 1
A318/319/A320/A321
CFM 56-5B
71-00
CFM56-5B CONFIGURATIONS
POWER PLANT
GENERAL
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Page: 2
POWER PLANT
GENERAL
A318/319/A320/A321
CFM 56-5B
71-00
5 ST. LP COMPRESSOR
(4 STAGE BOOSTER)
9 STAGE HPC
ANNULAR
COMBUSTOR
(SAC OR DAC)
1 ST. HPT
4 ST. LPT
FAN DIAMETER 68.3
Figure 1
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Engine Layout
Page: 3
ENGINE FUEL AND CONTROL

FADEC GENERAL
CFM56-5B
73-20
FADEC FUNCTIONS
Full Authority Digital Engine Control ( FADEC )
The FADEC consists of the Engine Control Unit ( ECU ), Hydromechanical Unit
( HMU ) and its peripheral components and sensors used for control and monitoring.
FADEC Definition
Each engine is equipped with a duplicated FADEC system. The FADEC acts as
a propulsion system data multiplexer making engine data available for condition
monitoring.
A319/A320/A321
FADEC Controls
The FADEC provides the engine sytem regulation and scheduling to control the
thrust and optimize the engine opration.
The FADEC provides:
- Fuel control regulation
- power management
- gas generator control
- Turbine active clearance control
- engine limit protection
- feedback
- flight deck indication data
- Engine maintenance data
- Contitioning monitoring data
- thrust reverse control
- automatic engine starting
- Fuel return control for IDG cooling
Power Management
The FADEC provides automatic engine thrust control and thrust parameter limits computation.
The FADEC manages power according to two thrust modes:
- manual mode depending on thrust lever angle ( TLA )
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- Autothrust mode depending on autothrust function generated by the auto

flight system ( AFS ).
The FADEC also provides two idle mode selections:
- Approach Idle: It is obtained when slats are extended in FLT.
- Minimum Idle: It can be modulated up to approach idle depending on:
S Air conditioning demand
S Engine anti ice demand
S Wing anti ice demand
S Temperature Engine Oil TEO (for IDG cooling ).
Engine Limit Protection
The FADEC provides overspeed protection for N1 and N2, in order to prevent
engine exceeding certified limits, and also monitors the EGT.
Engine Systems Control
The FADEC provides optimal engine operation by controlling the:
- Fuel Flow
- Compressor air flow and
- Turbine clearence.
Thrust Reverse
The FADEC supervises entirely the thrust reverse operation.
In case of a malfunction, the thrust reverser is stowed.
Start and Ignition Control
The FADEC controls the engine start sequence. It monitors N1, N2 and EGT
parameters and can recycle or abort an engine start.
Power Supply
The FADEC system is self-powered by a dedicated permanent magnet alternator when N2 is above 12%, and is powered by the aircraft electrical system
for starting, as a backup and for testing with engine not running.
Page: 4
ENGINE FUEL AND CONTROL

FADEC GENERAL
A319/A320/A321
CFM56-5B
73-20
P 0 T49.5 T25
(EGT)
N1
OPTION
RACC/SB
TBV
FMV
FEED
BACK
T12 PS12 PS3 T3

T-CASE
N2
TEO
TBV/NAC
IGN B
IGN A
THRUST
LEVER
ANALOG &
DISCRETE
SIGNALS
28 V DC
115 V
400 HZ
Ignition
Boxes
Thrust Reverser
ECU ALTERNATOR
TRUST CONTROL
UNIT
CFM 56-5B
RESOLVER
IGNITORS
TBV
FUEL PRESS
FUEL FLOW
HMU
HYDRAULIC
PRESS
TO
BURNERS
FEEDBACK
ECU
FEEDBACK
( CH: A & B )
Return Fuel to AC Tank
HCU
FUEL RETURN
VALVE
T/R REVERSER Stow / Deploy Feedback
FOR ENGINE TREND MONITORING

FUEL
FLOW
P25
Ps13
T5
T/R REVERSER Stow / Deploy Command
Figure 2
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FADEC Presentation CFM 56-5B

Page: 5
ENGINE
GENERAL
A319/A320/A321
CFM56-5B
72-00
ENGINE STATION DESIGNATION

Station numbers are assigned to identify specific positions along the aerodynamic flowpath of an engine.
A station is a position at the engine, where thermodynamically changes
(Pressure, temperature or airspeed) starts or ends.
Engine stations are labeled continuously from 1 to 5 along the aerodynamic

flowpath.
The station numbers are also used to identify instrumentation positions for
pressure and temperature sensors. Temperature sensors are labeled with T,
pressure sensors are labeled with a P, followed by a station number.
FAN INLET PRESSURE
HPC INLET PRESSURE
LP TURBINE EXIT
AND TEMPERATURE
AND TEMPERATURE
TEMPERATURE
T12 / P12
P25 / T25
T5
EXHAUST GAS
STATIONS OF
TEMPERATURE
T49.5
PRIMARY AIRFLOW
AMBIENT PRESSURE
P0
STATIONS OF
SECONDARY AIRFLOW
COMPRESSOR DISCHARGE
PRESSURE AND TEMPERATURE
P3 / T3
FAN OGV OUTLET

PRESSURE
P13
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Page: 6
01
T 12
02
T 25
03
T 3.0
04
T 4.9
05
T 5.0
06
PS 13
07
P 25
08
PS 3.0
09
PO
10
PS12
11
N1
12
N2
13
FF
14
TCASE
CFM56-5B
LPTCC
RACC/SB/TBV
ECAM
CON MON
START / IGN
BSV
HPTCC
72-00
VSV/VBV
USED
FOR
A319/A320/A321
FMV

ENGINE
GENERAL
LEGENDE (HORIZONTAL)
A
B
C
D
FUEL METERING VALVE

VARIABLE STATOR VANES / VARIABLE BLEED VALVES
HIGH PRESSURE COMPRESSOR TURBINE CLEARANCE CONTROL
LOW PRESSURE COMPRESSOR TURBINE CLEARANCE CONTROL
ROTOR ACTVE CLEARANCE CONTROL /START BLEED OR TRANSIENT

BLEED VALVE CONTROL
BURNER STAGING VALVE
AUTO START & IGNITION
CONDITION MONITORING
ELECTRONIC CENTRALIZED AIRCRAFT MONITORING
F
G
H
I
LEGENDE (VERTICAL)
01
02
03
04
05
06
07
08
09
10
11
12
13
14
Figure 3
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ELECTRICAL FAN INLET TEMPERATURE SENSORS (2)

HIGH PRESSURE COMPRESSOR INLET TEMPERATURE SENSOR
HIGH PRESSURE COMPRESSOR DISCHARGE TEMPERATURE SENSOR
EXHAUST GAS TEMPERATURE SENSOR (EGT)
LOW PRESSURE TURBINE EXHAUST GAS TEMPERATURE SENSOR
FAN EXIT PRESSURE SENSOR
HIGH PRESSURE COMPRESSOR INLET PRESSURE SENSOR
HIGH PRESSURE COMPRESSOR DISCHARGE PRESSURE SENSOR
AMBIENT PRESSURE (PO)
ENGINE FAN INLET PRESSURE
LOW PRESSURE COMPRESSOR ROTOR SPEED SENSOR (N1)
HIGH PRESSURE COMPRESSOR ROTOR SPEED SENSOR (N2)
FUEL FLOW TRANSMITTER
T-CASE TEMPERATURE SENSOR
Aerodynamic Stations
Page: 7
ENGINE
STATIONS
A318/319/A320/321
CFM56-5B
72-00
STAGE NUMBERING CFM56-5B

STAGES :
COMPONENT :
STAGE NUMBER :
NOTES :
FAN
Fan air used for ACC
LOW PRESSURE
COMPRESSOR (BOOSTER)
1
2
3
4
VBV
1
2
3
4
1
2
3
4
5
6
7
8
9
HIGH PRESSURE
COMPRESSOR
1
2
3
4
5
6
7
8
9
COMBUSTION CHAMBER
HIGH PRESSURE
TURBINE
1
2
3
4
LOW PRESSURE
TURBINE
( IGV )VSV
VSV
VSV
HPT ACC
CUST. BLEED, Eng. Anti Ice (A/I),
CUST. BLEED, Muscle Press A/I

Start Bleed, HPT ACC
20 Fuel Nozzles,2 Ignitor Plugs
1
2
3
4
ACTIVE CLEARANCE CONTROL
ACTIVE CLEARANCE CONTROL
EXHAUST NOZZLE
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Page: 8
ENGINE
STATIONS
A318/319/A320/321
CFM56-5B
72-00
5 ST. LP COMPRESSOR
(4 STAGE BOOSTER)
9 STAGE HPC
ANNULAR
COMBUSTOR
(SAC OR DAC)
1 ST. HPT
4 ST. LPT
FAN DIAMETER 68.3
Figure 4
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Engine Cross Section

Page: 9
ENGINE
FAN SECTION
A318/A319/A320/A321
CFM 56-5B
72-20
SPINNER FRONT CONE

Interference fit and single annular mounting positions are characteristics of the
installation of the front and rear cone onto the fan disk.
The spinner front cone has an offset hole on its rear flange, identified by an
indent mark, to ensure correct alignment for installation onto the rear cone front
flange.The rear flange has 6 mounting screw locations and 3 threaded inserts,
located every 120, for installation of jackscrews used in removal procedures.
SPINNER REAR CONE
The front flange of the spinner rear cone has 6 line replaceable, crimped, selflocking nuts.
The inner rear flange has 12 mounting screw holes, for installation onto the fan
disk, and there are a further 6 threaded holes for the installation of jackscrews
used in rear cone removal procedures.
Both front and rear flanges have an offset hole to ensure correct installation
and they are identified by indent marks.
The rear cone also has an integrated air seal that is glued to its inner rear
flange.
The rear cone prevents axial disengagement of spacers used in the fan blade
retention system.
lt also supports a series of balancing screws that are installed on its outer diameter. There are two sets of balancing screws available and the screws in
each set are identified as either PO1 to P07 or, P08 to P14. The numbers,
which are engraved on the screw heads, are equivalent to various weights.
An indent mark is located in between two balancing screws for correct installation of the rear cone onto the fan disk and for identification of fan blade No.1.
SPINNER REAR CONE
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Page: 10
ENGINE
FAN SECTION
A318/A319/A320/A321
CFM 56-5B
72-20
OFFSET HOLE
FAN BLADE
8 MOUNTING SREWS
LOCATION
SPACER
3 JACKSREW LOCATIONS
Figure 5
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SPINNER CONES
Page: 11
ENGINE
FAN FRAME MODULE
A318/A319/A320/A321
CFM 56-5B
72-00
FAN INLET CASE

The inner surface of the upstream fan inlet case is lined with 6 forward acoustical panels, 6 mid acoustical panels and provides an abradabie shroud which
faces the fan blade tips.
The inner surface of the downstream fan inlet case is lined with 12 aft acoustical panels.
The fan inlet case also houses the Outlet Guide Vane (OGV) assembly.
FAN FRAME
The fan frame has 12 radial hollow struts that house various equipment and
lines. Compartments formed between the adjacent struts house Variable Bleed
Valve (VBV) actuators which, under certain conditions, redirect primary air into
the secondary airflow.
The rear face of the fan frame mid section provides the front mounts for the
engine and the front flange for the High Pressure Compressor (HPC) section.
THE OUTLET GUIDE VANE (OGV) ASSEMBLY

The fan OGV assembly consists of the inner shroud and 35 twin vanes.
The inner shroud rear flange is bolted to the fan frame and has 35 apertures to
allow passage of the vane inner platforms.
The vane inner platforms are axially retained by the inner face of the fan OGV
inner shroud.
The vane outer platforms are bolted to the downstream fan inlet case.
A splitter fairing, which separates the primary and secondary airflows, is bolted
onto the fan OGV inner shroud forward flange.
There are 2 unplugged holes on the inner shroud, between the 3 and 4 oclock
positions, to enable borescope inspection of the booster vane assemblies. One
is located between the OGVs at the stage 3 vane assembly and the other at
the stage 5 vane assembly.
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Page: 12
ENGINE
FAN FRAME MODULE
A318/A319/A320/A321
CFM 56-5B
72-00
FAN AFT
ACOUSTICAL
PANEL
ABRADABLE
SHROUD
FAN
FORWARD
ACOUSTICAL
PANEL
FAN
FRAME
CASING
FAN MID
ACOUSTICAL
PANEL
STRUT
VBV ACTUATOR
Figure 6
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Fan Inlet Case / Fan OGV

Page: 13
ENGINE
GENERAL
A318/A319/A320/A321
CFM56-5B
72-20
FAN BLADE / FRONT AND REAR CONE

Fan Blades
There are 36 titanium alloy, mid-span shrouded, fan blades approximately 25
inches ( 630 mm ) long. Each blade has a dovetail base that engages in a
dovetail recess on the disk rim. A spacer limits the radial movement of each
blade. A retainer lug, machined in the rear end of blade root, engages the forward flange of the booster spool and limits the forward and rearward axial
movements.
Spinner Front Cone
The spinner front cone is made of composite material. Its design precludes the
need for an engine nose anti-icing system. The front cone is bolted to the rear
cone.
Spinner Rear Cone
The spinner rear cone is made of aluminum alloy. Its rear flange is bolted to the
fan disk and is part of the fan blades axial retention system. The outer rim of
rear flange is provided with tapped holes for trim balance screws. The front
flange provides attachment of the spinner front cone.
Fan Disk
The fan disk is a titanium alloy forging. Its inner rear flange provides attachment for the fan shaft and its outer rear flange is bolted to the booster rotor.
The outer front flange provides attachment for the spinner rear cone. The disk
outer rim has 36 recesses designed for fan blade retention.
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Page: 14
ENGINE
GENERAL
A318/A319/A320/A321
CFM56-5B
72-20
Fan Blades
Booster Spool
Washer
Bolt
Booster Spool
Front Flange
Fan Disk
Retention Slot
Retention Lug
2ND
STEP
Spinner Front Cone

1ST
Spinner Rear Cone

Bolt
STEP
Balancing Screws
Spacer
Figure 7
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Spinner Rear Cone

Mounting Flange
Fan Disk
Fan Blade Retention

Page: 15
ENGINE
FAN SECTION
A319/A320/A321
CFM 56-5B
72-20
FAN DISK
The fan disk outer rim has 36 dovetail recesses for the installation of the fan
blades.
The inner front flange has an imprint to identify an offset hole for rear cone
installation.
There are also two identification marks engraved on either side of blade recesses No.1 and 5.
FAN BLADES
There are 36 titanium alloy, mid-span shrouded fan blades.

Each blade has a dovetail base that slides into a recess on the fan disk outer
rim.
A retainer lug, machined at the rear end of the blade root, engages the forward
flange of the booster spool and limits axial movements.
A spacer, installed underneath each blade, limits the radial movement.
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Page: 16
ENGINE
FAN SECTION
A319/A320/A321
CFM 56-5B
72-20
SPHERICAL
IMPRINT
OFFSET HOLE
Figure 8
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Fan Disk and Blades

Page: 17
A318/A319/A320/A321
CFM 56-5B
72-20
FAN BLADES (CONTINUED)

Each blade has specific indications engraved on the bottom of the root:
- Part number
- Serial number
- Momentum weight
- Manufacturer code
The fan blade root pressure faces are sprayed with an anti-friction plasma
coating, and dry molybdenum base film is applied to the blade roots.
The fan blade mid-span shroud contact surfaces are coated with tungsten-carbide.
COLD FAN BALANCING

Engine Fan Trim Balance
Trim balance is a procedure used to reduce the engine vibration level. This procedure must be applied every time the engine vibration level reaches 8.0 mils,
which leads to rapid loss of the EGT margin, every time the engine vibration
result in significant cabin noise, or after an engine check.
This procedure is known as Cold Trim Balance because it consists in correcting
the imbalance on a cold engine without the need for successive ground runs to
determine the imbalance to be corrected.
The imbalance is determined using the vibration parameters recorded in flight
by the aircraft EVMU. This procedure allows the engine vibration level to be
maintained continuously, at minimal cost. The same calculation can be performed with the aircraft on the ground, after replacement of fan blades when a
static imbalance correction of 400 g.cm or more is necessary.
For imbalance correction calculation, the cold trim balance procedure uses the
in-flight recording of the vibration delivered by the engine No. 1 and TRF bearing vibration sensors.
ENGINE
FAN SECTION
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Page: 18
A318/A319/A320/A321
CFM 56-5B
72-20
ENGINE
FAN SECTION
Figure 9
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Fan Blade Root

Page: 19

ENGINE
GENERAL
A319/A320/A321
CFM56-5B
72-00
HIGH PRESSURE COMPRESSOR

Description
The major components of the High Pressure Compressor (HPC) are:
S one compressor rotor
S one compressor stator
S one compressor rear frame.
A portion of the fan discharge airflow passes through the booster and compressor. The front of the compressor stator is supported by the fan frame, and the
compressor rotor is supported by the No. 3 bearing in the fan frame. The rear
of the compressor stator is supported by the combustion case forward flange,
and the rear of the compressor rotor is supported by the No. 4 bearing in the
turbine rear frame.
Air, taken in through the fan and booster sections passes through successive
stages of rotor blades and stator vanes, being compressed as it passes from
stage to stage. After passing through the 9 HPC stages, the air is fully compressed.
The inlet guide vanes and the first 3 stages of the stator are variable, and
change their angular position as a function of compressor inlet temperature and
engine speed. The purpose of this variability is to optimize efficiency and provide improved stall margin.
The High Pressure Compressor (HPC) rotor.
The High Pressure Compressor ( HPC ) rotor is a 9-stages, high-speed,
spool-disk structure.
The HPC rotor consists of 5 major parts:
S front shaft
S stage 1-2 spool
S stage 3 disk
S stage 4-9 spool
S rear Compressor Discharge Pressure ( CDP ) rotating air seal.
Spools are assembled by inertia welding. The front shaft, disk, and spools are
joined at a single bolted joint to form a rigid unit. Interfering rabbeted diameters
are used for proper positioning of parts providing rotor balance stability.
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Front Shaft
The front shaft which is bolted between the stage 1-2 spool and stage 3 disk,
is the forward support for the rotor. The shaft is splined and secured to the Inlet
Gearbox ( IGB ) horizontal bevel gear by a coupling nut. The IGB contains the
thrust anti-orbiting bearings for the core engine. This shaft is made of a titanium alloy.
Disk and Spools
The stage 1-2 spool and stage 3 disks are made of titanium alloy forgings and
retain the blades in axial slots.The stage 4-9 spool is made of a nickel alloy
and retains all blades in circumferential grooves.
The rotor internal temperature is maintained below pressure compressor
( booster ) discharge air which enters through holes in the front shaft and 5th
stage air, provided by the Rotor Active Clearance Start Bleed ( RACSB ) valve
through the fan frame. Labyrinth seals between the rotor blade stages improve
compressor performance.
Blades
Blades in stages 1, 2 and 3 are made of titanium alloy. Blades in stages 4
through 9 are made of nickel alloy. The first 3 stages of blades are secured in
the disk and spool axial slots by retaining rings; blades in the stages 4-9 spool
are secured in the circumferential grooves by locking lugs. All blades are replaceable without disassembling the rotor.
Rear Seal
The HPC rotor rear rotating ( CDP ) air seal is a one-piece nickel alloy forged
part with abrasive, protective-coated labyrinth seals. The seal is mounted to
the aft flange of the stages 4-9 spool by a tight fitting rabbet diameter and is
axially clamped by the bolts and nuts securing the forward flange of the high
pressure turbine rotor to the compressor.
Page: 20
ENGINE
GENERAL
A319/A320/A321
CFM56-5B
72-00
4x 4th Stage Air for LPT Nozzle Guide Vane Cooling

1x 4th Stage Air for HPT Clearance Control ( HPTCC )
I
G
V
1.
!.
2.
3.
4.
COMBUSTION CASE
5.
9.
6.
4x 9th Stage Air for Pneumatic System

1x 9th Stage Air for HPTCC
1x 9th Stage Air for Start Bleed ( SB )
1x 5th Air for HPC Clearance Control ( RACC )

2x 5th Stage Air for Inlet Anti Ice,
Pneumatic System
HPC FRONT SHAFT
8.
7.
HPC ROTOR
8.
CDP SEAL DISK
Stage Number of Vanes
Figure 10
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High Pressure Compressor

Page: 21
ENGINE
TURBINE SECTION
A318/A319 /A320 /A321

CFM56-5B
72-50
HIGH PRESSURE TURBINE

General
The turbine section provides the necessary power to drive the compressor rotors. lt consists of the
- High Pressure Turbine (HPT)
- Low Pressure Turbine (LPT)
High Pressure Turbine (HPT)
The HPT module is housed in the combustion case and consists of a single
stage nozzle that directs the gas flow from the combustion chamber to the HPT
rotor blades that drive the HPC rotor.
The LPT stage 1 nozzle is also housed in the combustion case.
Engine cooling
Air from the 4th stage of the HPC is ducted through 4 pipes, to cool down the 1
st stage of the LPT and the front cavity.
Air from the 4th and 9th stage of the HPC goes through the HPTCC valve and
is ducted through 2 pipes, to cool down the cavity that surrounds the HPT
shroud.
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Page: 22
A318/A319 /A320 /A321

CFM56-5B
72-50
ENGINE
TURBINE SECTION
Figure 11
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High Pressure Turbine

Page: 23
A318/A319/A320/A321
CFM 56-5B DAC
72-00
ENGINE GENERAL CONCEPT

The main hardware components are located in the core section of the engine.
Compressor Discharge Pressure (CDP) air is delivered to the combustion section which has a Double Annular Combustor.
Controlled release of the combustion energy is used to drive the turbine rotors.
The residual energy is converted into thrust.
The combustion case is a welded structure that encloses the combustion
chamber and the following High Pressure Turbine (HPT) components:
- CDP seal
- High pressure Turbine (HPT) nozzles
- HPT shroud
- Low Pressure Turbine (LPT) stage 1 nozzle assembly
ENGINE
GENERAL
FRA US/T Kh
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Page: 24
A318/A319/A320/A321
CFM 56-5B DAC
72-00
ENGINE
GENERAL
Figure 12
FRA US/T Kh
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CFM56-5B DAC Core Engine

Page: 25
ENGINE
GENERAL
A318/A319/A320/A321
CFM 56-5B DAC
72-00
COMBUSTION SECTION
The fuel/air mixture is ignited in the combustion section which consists of:
- the combustion case
- the combustion chamber
The combustion case provides the structural interface between the High Pressure Compressor section and the Low Pressure Turbine section.
The front face of the combustor is attached to the rear of the compressor module.
Its rear face is bolted onto the LPT module front flange. The rear section of the
combustor houses the HPT module.
The -5B Double Annular Combustor contains an outer dome, known as pilot,
and an inner dome, known as main.
The case has 20 double-tip fuel nozzle mounting pads and accommodates the
following fuel supply manifolds:
S - Pilot
S - Main 1
S - Main 2
Pilot dome
The pilot dome is the low power region of the combustor and is designed to
achieve high combustion efficiency. lt minimizes the production of carbon monoxide and unburned hydrocarbons and acts as a pilot source of heat for the
main dome.
Main dome
The main dome is a high velocity/high air flow region and is designed to reduce
the reaction temperature and residence time of combustion to minimize soot
and nitric oxide formation.
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Page: 26
ENGINE
GENERAL
A318/A319/A320/A321
CFM 56-5B DAC
72-00
SWIRL CUPS
LINER
CENTERBODY
COWL
Figure 13
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August 03 L3
Combustion Chamber
Page: 27

ENGINE
GENERAL
A318/A319/A320/A321
CFM56-5B DAC
72-00
TURBINE FRAME ASSEMBLY

GENERAL
The turbine frame module is the major structural assembly at the rear of the
engine. It supports the Low Pressure Turbine ( LPT ) rotor rear section and
provides for engine rear mounting on the airframe. The turbine frame includes
the following major parts:
S turbine frame
S No. 5 bearing support
Turbine Frame
The turbine frame assembly is a nickel-alloy weldment. It is made of a hub and
a polygonal outer casing structurally connected by 16 airfoil-shaped struts,
approximately tangent to the hub. The outer casing front outer flange bolts to
the LPT case rear flange. The outer casing rear outer flange supports the e
haust mixer.
At the periphery of the outer casing, there are 3 clevis for aft engine mounting
to the aircraft pylon and 2 brackets for handling/lifting purposes. The hub forward side provides support and attachment for:
S the No.5 bearing support ( hub inner front flange )
S the oil collector of the aft oil sump assembly ( hub outer front flange )
On its aft side, the hub provides support and attachment for:
S the flange assembly
S supports for the flame arrestor
S the center body, or exhaust plug
From its front to aft sides, the hub provides passage for 8 tubular conduits.
These conduits interconnect the rear rotating air/oil seals enclosure with the
center body enclosure. They vent the oil vapors and drain the oil leakage ( past
the seals ) into the center body enclosure from which they discharge outboard.
No. 5 Bearing Support
The No.5 bearing support is made of steel alloy. Its outer flange mounts to the
turbine frame hub inner front flange. The front bore of the No.5 bearing support
contains the No.5 bearing outer race and a concentricity-adjusting sleeve. The
rear face of the support carries the oil inlet cover which supports the oil supply
tube for the No.4 and 5 bearings, and provides for pressurization of the dual
air/oil seal installed at the rear end of the center vent tube.
FRA US-T Kh
August 03 L3
Page: 28
ENGINE
GENERAL
A318/A319/A320/A321
CFM56-5B DAC
72-00
CLEVIS MOUNTS
HUB STRUCTURE
NO.5 BEARING SUPPORT
OUTER CASING
TURBINE
STRUTS
AFT SUMP ASSY

OIL LINES TO/FROM
AFT OIL SUMP
View Aft Looking Forward
Figure 14
FRA US-T Kh
August 03 L3
Turbine Frame Assembly

Page: 29
ENGINE
OIL SYSTEM
A319 / A320 / A321

CFM 56-5A
79-00
ATA 79
OIL
79 - 00
GENERAL
OIL SYSTEM PRESENTATION
General Description
S a Supply Circuit
S a Scavenge Circuit
S a Vent Circuit
It Lubricates and cools the Bearings of the Forward and Aft Sumps.
It also lubricates Bearings and Gears in the Transfer and Accessory Gear
Boxes.
The Major Components of the Oil System are:
S The Oil Tank
S The Lubrication Unit
S The Servo Fuel Heater
S The Main Fuel Oil Heat Exchangers.
Indicating and Monitoring is provided by the Detectors and Sensors shown on
the Schematic.
Oil Supply Circuit
The Oil from the Tank passes through the Supply Pump and Supply Filter to
lubricate the forward and aft Sumps, and also the Accessorys and Gearboxes.
On the Oil Supply Line a Visual Filter Clogging Indicator, an Oil Temperatur
Sensor, an Oil Low Pressure Switch and an Oil Pressure Transmitter are provided for Indication and Monitoring.
Also an Oil Quantity Transmitter is provided on the Oil Tank.
Note the Installation of the ECU Oil Temperatur Sensor for the Fuel Return
Valve.
Oil Scavenge Circuit
The Oil from Bearings, Transfer Gearbox and Accessory Gearbox returns to
the Tank by means of four Scavenge Pumps protected upstream by Strainers
and Chip Detectors.
FRA US/T KoA Nov 03 L2
To keep Oil Temperatur within Limits, the Oil is cooled through the Servo Fuel
Heater and the Fuel/Oil Heat Exchanger.
In Case of Scavenge Filter Clogging, an Oil Differential Pressure (Delta P)
Switch signals it to the Cockpit and its Clogging Indicator shows it on the Engine system page with a message on E/WD accompanied by a single chime
Oil Vent Circuit
Some Air entrained in the Scavenge Oil is separated in the Tank by a Dearator
and is vented to the Forward Sump through the Transfer Gearbox and Radial
Drive Shaft.
The Sumps are vented Overboard through the Low Pressure Turbine Shaft to
prevet Overpressure in the Sump.
Air entrapped in the Scavenge Oil Pressurizes the Tank and provides adequate
Oil Pressure to the Supply Pump.
System Monitoring and Limitations
The operation of the engine oil system may be monitored by the following flight
deck indications.
S engine oil pressure
S engine oil temperature
- MIN.PRIOR EXCEEDING IDLE :
-100C
- MAX CONTINIOUS:
1400C
- MAX TRANSIENT:
1550C
S oil tank contents
24 US quarts
In addition warnings may be given for the following non normal conditions:
S low oil pressure
- RED LINE LIMIT:
13 PSI
S high oil pressure
- ADVISORY:
90 PSI
S scavenge filter clogged.
Page: Page: 30
ENGINE
OIL SYSTEM
A319 / A320 / A321

CFM 56-5A
79-00
ANTI SIPHON
DEVICE
LOW OIL PRESSURE

SWITCH
OIL PRESSURE
TRANSMITTER
MAIN
SUPPLY FILTER
BY PASS VALVE
& CLOGGING IND.
COLD START
PRESSURE RELIEF VLV
RDS HOUSING
CLOGGING
SWITCH
SCAVENGE
FILTER
ECU OIL TEMP.

SENSOR
OIL TEMP.
SENSOR
SUPPLY
PUMP
PUMP SUPPLY
FRA US/T KoA Nov 03 L2
PRESSURE OIL
Figure 15
SCAVENGE OIL
VENT PRESSURE
OIL SYSTEM SCHEMATIC
Page: Page: 31
ENGINE
OIL SYSTEM
A319 / A320 / A321

CFM56-5A
79-00
LUBRICATION UNIT
General
The lubrication unit provides oil under the required pressure for lubrication
and for scavenge of the oil after lubrication and circulation to the oil/fuel heat
exchanger and oil tank. The lubrication unit its mounted on the AGB front face.
Description
The lubrication unit has a single housing containing the following items :
S Five positive displacement pumps( Gear Type, one oil supply and 4 scavenge pumps).
S Six filters (one oil supply filter, 4 chip detectors and scavenge pump filters).
S One relief valve (305 psi, on oil supply pump discharge side).
S Two clogging indicators (one for the oil supply filter and one for the main
scavenge filter).
S Two bypass valves (one for the oil supply filter and one for the main scavenge filter).
Scavenge filter
The flows from the 4 scavenge pumps are mixed together at the scavenge
common filter inlet. This filter assembly consists of the following :
S One 25 micron filter
S One clogging indicator, similar to the one on the supply filter (2 bars to 2.3
bars) (29 PSID to 33 PSID).
S An upstream and a downstream provision for measurement of filter pressure loss as a function of clogging.Filter clogging is indicated on the ECAM
system.
S One bypass valve which opens if the filter clogs.(2.5 bars to 2.7 bars) (36
PSID to 39PSID)
Anti siphon System

The supply lines from the oil tank to supply the pump has an antisiphon device
to prevent the drainage of the lube tank into the gearboxes and sumps when
the engine is shut down for extended periods.
Lube pump supply filter

Downstream of the supply pump, the oil flows through the supply filter
assembly. The filter has the following components.
S One filter (15 microns)
S One clogging indicator subjected to the upstream and downstream pressures of the supply filter.The indicator has a red warning indicator and is
rearmed manually (2 bars to 2.3 bars) (29 PSID to 33 PSID).
S One bypass valve which opens if the supply filter clogs (2.50 bars to 2.70
bars) (36 PSID to 39 PSID).
S Two capped provisions for a pressure gage upstream of the filter,and a temperature sensor.
FRA US/T KoA
Nov 03 L3
Page: 32
A319 / A320 / A321

CFM56-5A
79-00
TEMPERATUR SENSOR
POSITION
ENGINE
OIL SYSTEM
LUBRICATION UNIT
Figure 16
FRA US/T KoA
Nov 03 L3
Lubrication Unit
Page: 33
ENGINE
OIL SYSTEM
ATA 79
79-00
A318/A319/A320/A321
CFM 56-5B
79-00
OIL SYSTEM
GENERAL
OIL SYSTEM PRESENTATION
GENERAL
The engine oil system includes :
S a supply circuit,
S a scavenge circuit,
S a vent circuit.
It lubricates and cools the bearings of the forward and aft sumps.
It also lubricates bearings and gears in the transfer and accessory gear boxes.
The major components of the oil system are : the oil tank, the lubrication unit,
the servo fuel heater and the fuel/oil heat exchangers.
Indicating and monitoring is provided by the detectors and sensors shown on
the schematic.
OIL SUPPLY
The oil from the tank flows through the supply pump and the main filter, or
through the back up filter in case of main filter clogging.
It then flows to the forward and aft sumps, and to the accessory and transfer
gearboxes.
The pump delivery pressure is not controlled, but the oil output flow is, by design, always in excess of the lubrication requirements.
A pressure relief valve bypasses part of the output flow to protect the supply
pump against abnormal output pressure build-up.
If the main filter becomes clogged, a bypass valve opens and the oil flows
through the backup filter.
A clogging switch sends a signal to the Engine Interface Unit ( EIU ) and a
clogging indicator pops out on the filter housing.
The anti-siphon device prevents oil from draining by gravity from the tank
through the pump into the gearbox after engine shutdown. It uses air from the
forward sump.
FRA US-T Kh
August 03 L3
OIL SCAVENGE
The oil scavenge from the forward and aft sumps, and the transfer and accessory gearboxes is sucked by four scavenge pumps.
Each pump is protected by a strainer and a electrical Master Magnetic Chip
Detector.
The scavenge oil then flows through a master chip detector and a scavenge
filter screen ( inside the servo fuel heater ), then it is cooled through the servo
fuel heater and the fuel/oil heat exchanger before returning to the oil tank.
OIL VENT
The air mixed with the scavenge oil is separated in the tank by a deaerator and
is vented to the forward sump through the transfer gearbox and radial drive
shaft.
The sumps are connected together by the center vent tube, which vents them
to the outside air by the engine exhaust plug, through a flame arrestor.
System Monitoring and Limitations
The operation of the engine oil system may be monitored by the following flight
deck indications.
S engine oil pressure
S engine oil temperature
- MIN.PRIOR EXCEEDING IDLE :
-100C
- MAX CONTINIOUS:
1400C
- MAX TRANSIENT:
1550C
S oil tank contents
24 US quarts
In addition warnings may be given for the following non normal conditions:
S low oil pressure
- RED LINE LIMIT:
13 PSI
S high oil pressure
- ADVISORY:
90 PSI
S filter clogged.
Page: 34
ANTI
SIPHON
A318/A319/A320/A321
CFM 56-5B
79-00
OIL OTY
LOW OIL
OIL PRESS
SENSOR
PRESS SW
X-MITTER
OIL TANK
EIU
SDAC
FUEL/OIL
HEAT
EXCH
VISUAL
POPOUT
INDICATOR
MAG PLUG
SCREEN
FWD
SUMP
SERVO
FUEL
HEATER
ECU
T
OIL
SENSOR
CLOGGING
SWITCH
BYPASS
VALVE
MAIN
FILTER
SENSOR
SUPPLY
PUMP
AFT
SUMP
ELEC CHIP DETECTOR

BACK UP FILTER
OIL TEMP
SCAVENGE
PUMPS
A
G
B
REFER TO A3 PAGEE
ENGINE
OIL SYSTEM
TGB
(OPTION)
INDIVDUAL
CHIP
DETECTORS
SCAVENGE
SCREENS
LUBRICATION UNIT
Figure 17
FRA US-T Kh
August 03 L3
Oil System
Page: 35
ENGINE
OIL SYSTEM
CFM 56-5B
79-00
LUBRICATION UNIT
The lubrication unit has two purposes
- it pressurizes and filters the supply oil for lubrication of the engine bearings and gears
- it pumps in scavenge oil to return it to the tank.
lt is installed on the left hand side of the AGB front face.
Externally, the lubrication unit has :
- a suction port (from the oil tank).
- four scavenge ports (aft & fwd sumps, TGB, AGB).
- four scavenge screen plugs.
- an oil out port (to master chip detector).
- a main oil supply filter.
- a back-up filter.
- pads for the oil temperature sensor and the oil differential pressure switch.
Internally, it has 5 pumps driven by the AGB, through a single shaft. The lube
unit is lubricated with supply pump outlet oil, which flows within the drive shaft.
The AGB mounting pad has no carbon seal and the lube unit has an 0-ring for
sealing purposes.
NOTE: Individual Chip Detectors are used for Trouble Shooting !
MAIN SUPPLY AND BACKUP FILTER
A318/A319 / A320 / A321
During normal operation, the oil flow, tapped at the main supply filter outlet,
washes the back-up filter and goes back to the supply pump inlet, through a
restrictor.
The main filter is discardable and secured on the lube unit cover by a drain
plug.
To prevent the filter element from rotating when torquing the drain plug, a pin
installed on the filter element engages between two ribs cast in the lube unit
cover.
Description
Downstream of the supply pump, the oil flows through the supply filter assembly.
This filter assembly comprises:
S one filter
S one clogging indicator transmitter subjected to the upstream and down
stream pressures of the supply filter
S one bypass valve which opens if the supply filter clogs
S one back up filter operating if the supply filter clogs
S two capped provisions for a pressure gage upstream of the filter, and a temperature sensor.
Downstream of supply filter, the oil flows through three outlets to the forward
sump, aft sump and the AGB / TGB.
Description and Operation

In the supply circuit, downstream from the pressure pump, oil flows through the
supply system which includes, first, the main oil supply filter.
A sensor, installed in between the upstream and downstream pressures of the
supply filter, senses any rise in differential pressure due to filter clogging.
lf the filter clogs, an electrical signal is sent to the aircraft systems for cockpit
indication.
A by-pass valve, installed in parallel with the filter, opens when the differential
pressure across the valve is greater than the spring load.
The oil then flows through the back-up filter and goes to the pump outlet.
The back-up filter is a metallic, washable filter.
FRA US/T Kh August 03 L3
Page: Page: 36
ENGINE
OIL SYSTEM
A318/A319 / A320 / A321

CFM 56-5B
79-00
O-RING
LUBE FILTER
ELEMENT
O-RING
O-RING
BACK-UP
BACK-UP
SEAL
SEAL
SCAVENGE SCREEN
BACK-UP FILTER
ELEMENT
COVER
ASSY
OPTIONAL
BACK-UP FILTER
MAGNETIC BAR
DRAIN
PLUG
SCAVENGE SCREEN
Figure 18
MAIN OIL SUPPLY FILTER
PLUG ASSY
Lubrication Unit Interface
Page: Page: 37
A319 / A320 / A321

CFM 56-5B
79-00
MASTER CHIP DETECTOR

The Master Chip Detector (MCD) collects magnetic particles suspended in the
oil that flows from the common outlet of the four scavenge pumps, by means of
two magnets on a probe immersed in the oil flow.
lt is installed on the lubrication unit and is connected to an oil contamination
pop-out indicator, through the DPM wiring harness.
The probe is locked in position through a bayonet system.
When a sufficient amount of particles are caught, the gap between the 2 magnets is bridged and the resistance between them drops. This electrical signal is
then sent to the contamination pop-out indicator.
The MCD assembly consists of :
- a housing which has two flanges for attachment.
- a check valve, built in the housing, that prevents oil spillage when the
probe is removed and also provides a passage for the oil flow, in case of
chip detector disengagement.
- a hand removable probe, which has a back-up seal, an 0-ring seal, and
two magnets.
- a two-wire, shielded electrical cable and an interface connector.
ENGINE
OIL SYSTEM
FRA US/T Kh August 03 L2/3
Page: Page: 38
A319 / A320 / A321

CFM 56-5B
79-00
ENGINE
OIL SYSTEM
Figure 19
Master Chip Detector

Page: Page: 39
A318/A319 / A320 / A321

CFM 56-5B
79-00
MAGNETIC CONTAMINATION INDICATOR

The magnetic contamination indicator works in conjunction with the MCD and
its purpose is to provide maintenance personnel with a visual indication of oil
circuit contamination.
The indicator is an electro-mechanical device, located on the right hand side of
the downstream fan case, just above the oil tank.
When magnetic contamination in the oil occurs, an electronic circuit in the indicator detects a drop in resistance between the two magnets on the MCD
probe.
The electronic circuit then energizes a solenoid which triggers a red pop-out
button, thus providing a visual indication.
After maintenance action, the pop-out button must be manually reset.
lt has 2 electrical connectors
- One for the wiring harness connected to the MCD
- One for the harness connecting the indicator to the EIU. .
ENGINE
OIL SYSTEM
Page: Page: 40
A318/A319 / A320 / A321

CFM 56-5B
79-00
ENGINE
OIL SYSTEM
Figure 20
Oil Contamination Pop-Out Indicator

Page: Page: 41
ENGINE
OIL SYSTEM
OIL FILTER DIFFERENTIAL PRESSURE SWITCH

The oil differential pressure switch is located on a bracket on the engine above
the scavenge filter. Lines are routed to the switch from bosses on the scavenge
filter.
Actuation of the differential pressure switch is at :
25.5 plus or minus 1 PSID increasing pressure 22 PSID decreasing pressure.
A318/A319 / A320 / A321

CFM 56-5B
79-30
OIL TEMPERATURE SENSOR
The oil temperature sensor is located on the oil pressure filter downstream of
the pressure pump.The oil temperature is sensed by a dual resistor unit.
OIL TEMP
SENSOR
OIL FILTER
DIFF
PRESSURE
SWITCH
Page:Page:
Page: 42
ENGINE
OIL SYSTEM
A318/A319 / A320 / A321

CFM 56-5B
79-30
0.8 0.8
1.2 1.2
OIL FILTER
CLOG
CLOG
SDAC1
EIU
Figure 21
Oil Temperature and Diff. Press. Indication

Page:Page:
Page: 43
ATA 73
A319 / A320 / A321

CFM 56-5B DAC
73-10
FUEL SYSTEM
FUEL DISTRIBUTION
Fuel from the aircraft tank enters the engine fuel pump through a fuel supply
line.
The pressurized fuel then goes to the main oil/fuel heat exchanger to cool
down the engine supply oil. It goes back to the fuel pump, where it is filtered,
pressurized again and split into two fuel flows.
The main fuel flow goes to the Hydromechanical Unit (HMU) metering system
before passing through a fuel flow transmitter.
Before going to the fuel nozzles, the fuel is directed to a Fuel Manifold Modulating Valve (FMMV). In some manuals it is also sometimes called a Burner
Selection Valve (BSV). The FMMV splits the metered fuel into three fuel flows,
and delivers them to the nozzles through three different supply manifolds.
The other fuel flow goes to a servo fuel heater, to prevent any ice particles entering sensitive servo systems. The heated fuel enters the HMU servo mechanism area and is then directed to different fuel actuated components.
A bypass line returns unused fuel from the HMU to the inlet of the main oil/fuel
heat exchanger.
An Integrated Drive Generator (IDG) oil cooler and a Fuel Return Valve (FRV)
are also an this line. The FRV may re-direct some returning fuel back to the
aircraft tank. Before returning to the aircraft tank, the hot fuel is mixed with cold
fuel from the outlet of the first stage of the fuel pump.
Engine Fuel and Control

Distribution
FRA US/T bu
July 02 L3
Page: Page: 44
A319 / A320 / A321

CFM 56-5B DAC
73-10

Distribution
Figure 22
FRA US/T bu
July 02 L3
DAC FUEL DISTRIBUTION

Page: Page: 45
A318/A319 / A320 / A321

CFM 56-5B DAC
73-10
FUEL DISTRIBUTION
Fuel Nozzle Supply
The FMMV delivers fuel to the nozzles through three different supply manifolds:
S -The Pilot manifold supplies the 20 outer domes of the combustion cham ber (pilot burner).
S -The Main 1 manifold supplies 10 of the 20 inner domes of the combustion
chamber (main burner 1).
S -The Main 2 manifold supplies the remaining 10 inner domes (main burner
2).
The fuel flow sent to the Pilot and the Main 1 manifolds is controlled by the
Double Annular Modulating Valve (DAMV).
The fuel flow sent to the Main 2 manifold is controlled by the Main Burner Staging Valve (MBSV).
The fuel is delivered to 20 double-tip fuel nozzles. Each nozzle has two inlets,
one connected to the Pilot manifold, and the other connected to either the Main
1 or the Main 2 manifold.
Each manifold is made up of two halves. The halves are connected to the three
FMMV outlets through a connection box. The six halves are secured to the
core engine.
Tubes with connecting nuts are brazed onto the manifolds, to supply fuel to the
corresponding nozzles

Distribution
Page: Page: 46

Distribution
A318/A319 / A320 / A321

CFM 56-5B DAC
73-10
SWIRL CUPS
LINER
CENTERBODY
COWL
Figure 23
DAC NOZZLE SUPPLY

Page: Page: 47
A319 / A320 / A321

CFM 56-5B DAC
73-10
FUEL MANIFOLD MODULATING VALVE (FMMV)

The FMMV is installed at 6 oclock an the core engine. To access the valve,
both thrust reverser C ducts must be opened.
The FFMV is controlled by the Electronic Control Unit (ECU) and is fuel operated by the Hydro Mechanical Unit (HMU).
lt consists of a Double Annular Modulating Valve (DAMV), a Main Burner Staging Valve (MBSV), two override valves and a manifold cooling orifice.
The DAMV controls the fuel split between the Pilot manifold and Main 1 manifold. Its linear motion is commanded by two Electro Hydraulic Servo Valves
(ESHV). Its position is controlled by the ECU through feedback from a Linear
Variable Differential Transducer (LVDT).
The MBSV acts as an on/off valve controlling the fuel circuit to the Main 2 manifold. lt has dual redundant signal switches.
The override valves discharge excessive pressure in the Pilot circuit into the
Main 1 and Main 2 manifolds.
The manifold cooling orifice allows passage of cooling fuel into the Main 1 and
Main 2 manifolds and nozzles during staged operation.

Distribution
FRA US/T bu
July 02 L3
Page: Page: 48
A319 / A320 / A321

CFM 56-5B DAC
73-10

Distribution
Figure 24
FRA US/T bu
July 02 L3
DAC FUEL MANIFOLD MODULATING VALVE

Page: Page: 49
A319 / A320 / A321

CFM 56-5B DAC
73-10
FUEL MANIFOLD MODULATION VALVE MODES (FMMV)

In order to operate the Double Annular Combustor (DAC) at all flight conditions,
the DAC control turns the fuel manifolds ON, or OFF, to maintain combustor
stability, while adhering to operability, turbine temperature limitations and polluant emission limits.
Three modes can be set by the DAC control:
S - Mode 20/0: 20 Pilot burners are fuel supplied. Main 1 and Main 2 are
OFF.
S - Mode 20/10: 20 Pilot burners and 10 Main 1 burners are fuel supplied.
The 10 Main 2 burners are OFF.
S - Mode 20/20: 20 Pilot burners, 10 Main 1 burners and 10 Main 2 burners
are supplied.

Distribution
FRA US/T bu
July 02 L3
Page: Page: 50
A319 / A320 / A321

CFM 56-5B DAC
73-10

Distribution
Figure 25
FRA US/T bu
July 02 L3
DAC FMMV OPERATING MODES

Page: Page: 51

Controlling General
FUEL FLOW SPLITS

Fuel flow splits between the Pilot and Main 1 manifolds are hydraulically controlled by the fuel nozzle Dp characteristics in 20/10 mode which are, approximately, 52% Pilot and 48% Main 1 total flow.
In 20/20 mode, the DAMV is commanded to allow fuel flow to all three fuel
manifolds (Pilot, Main 1, Main 2). During transient operation, fuel flow splits
between the Pilot and Main manifolds are hydraulically controlled by the fuel
nozzle Dp characteristics which are, approximately, 40% Pilot and 60% Main
(Main 1 + Main 2).
During steady state operation, fuel flow splits between the Pilot and Main manifolds are controlled to a lower Pilot percentage.
A319 / A320 / A321

CFM 56-5B DAC
73-20
FUEL MANIFOLD MODULATION VALVE MODES (FMMV)
In order to operate the Double Annular Combustor (DAC) at all flight conditions,
the DAC control turns the fuel manifolds ON, or OFF, to maintain combustor
stability, while adhering to operability, turbine temperature limitations and polluant emission limits.
Three modes can be set by the DAC control:
S - Mode 20/0: 20 Pilot burners are fuel supplied. Main 1 and Main 2 are
OFF.
S - Mode 20/10: 20 Pilot burners and 10 Main 1 burners are fuel supplied.
The 10 Main 2 burners are OFF.
S - Mode 20/20: 20 Pilot burners, 10 Main 1 burners and 10 Main 2 burners
are supplied.
ENGINE FUEL AND CONTROL - DISTRIBUTION
The DAC engine reduces exhaust emissions.

The DAC system increases the size of the flame, while the fuel flow is almost
the same as that of the Single Annular Combustor (SAC) engine. This reduces
the flame core temperature which also reduces the amount of nitric-oxide
(NOx) gasses that the engine exhausts. Of the 20 double tip fuel nozzles, ten
are cooling fuel nozzles that supply fuel to the Pilot and Main 1 zones of the
combustor.
The other ten nozzles are the Bleed nozzles that supply fuel to the Pilot and
Main 2 zones of the combustor. The nozzles are in pairs of two Cooling nozzles
and Bleed nozzles around the combustor outer case.
The fuel nozzles have three thrust modes:
S - 20/0 (low power) mode:
20 Pilot fuel nozzle tips of the cooling and bleed nozzles supply fuel.
S -20/10 (medium power) mode:
The ten Main 1 zone tips of the cooling nozzles also supply fuel.
S -20/20 (high power) mode:
The ten Main 2 zone tips of the bleed nozzles also supply fuel.
The ten Main 1 zone tips of the cooling nozzles also supply fuel.
All 40 tips are in operation in the 0/ 20 mode.
FRA US/T bu
July 02 L3
Page: Page: 52
A319 / A320 / A321

CFM 56-5B DAC
73-20

Controlling General
Figure 26
FRA US/T bu
July 02 L3
FUEL FLOW SPLIT

Page: Page: 53


Distribution
A319 / A320 / A321

CFM 56-5B DAC
73-10
FUEL NOZZLES
The fuel nozzles are welded assemblies that deliver carefully calibrated and
precisely patterned fuel spray for combustion. Each nozzle is essentially two
nozzles in one.
They ensure a good light-off capability, efficient burning at high power engine
settings and a reduction of polluant emission at low power engine settings.
They are installed on the combustion case assembly and connected to the fuel
manifold assembly.
There are 20 double-tip fuel nozzles which deliver fuel into a double-headed
combustion chamber through a Pilot burner and a Main burner.
The double-tip fuel nozzles deliver fuel through 4 independent flows.
The nozzles consist of:
S - 2 independent fuel inlet connectors
S - 2 independent metering valve assemblies
S - A support to secure the fuel nozzle an the combustion case
S - 2 metering sets to calibrate Primary and Secondary fuel flow sprays for
Pilot and Main
Two types of nozzle are installed an the engine:
S - 10 Cooling nozzles
S - 10 Bleed nozzles
Though there are differences between the cooling and bleed nozzles in the internal cooling circuits, they are more similar in function and fuel management.
An additional Bleed Valve body is manufactured onto the Bleed Nozzle body.
To facilitate nozzle type identification, a color band is wrapped around the valve
assembly:
S - A blue band at the Cooling nozzle
S - A yellow band at the Bleed nozzle
FUEL NOZZLE
FRA US/T bu
July 02 L3
Page: Page: 54
A319 / A320 / A321

CFM 56-5B DAC
73-10

Distribution
Figure 27
FRA US/T bu
July 02 L3
DAC FUEL NOZZLES

Page: Page: 55

Distribution
DISTRIBUTION 20/20 MODE

In the 20/20 mode, the Pilot zone tips, Main 1 zone tips and Main 2 zone tips
supply fuel to the combustor.
In this mode, all tips in both the cooling and bleed nozzles operate.
In this condition, the engine operates in the high power range.
Fuel goes through the open Pilot and Main 1 manifold ports of the Double Annular Modulating Valve (DAMV). The DAMV decreases the amount of fuel that
goes to the Pilots to distribute the fuel better in all three manifolds.
The Main 2 staging valve (MSV) is also open and metered fuel from this open
valve goes to the Main 2 manifold.
The Main 2 manifold supplies fuel to the Main 2 zone tips in the bleed nozzles.
A319 / A320 / A321

CFM 56-5B DAC
73-10
COOLING NOZZLE - COOLING CIRCUITS
During staged operation, a restrictor routes fuel from the Pilot inlet to a passage around the Main flow valves to cool them down (main circuit shut off).
Then, the fuel exits into the Main manifold.
Another purpose of this restrictor is to provide flow to the Main manifold and
Bleed nozzles to cool them down during staged operation.
COOLING NOZZLE - PILOT

The fuel nozzle assembly receives fuel through the inlets.The fuel passes
through inlet strainers and flows into the portion of the support that houses the
valves.
Primary Pilot flow travels through a Manifold Leakage Control Valve (MLCV)
and follows a cooling circuit down to the Main tip.
The Primary Pilot flow keeps the Main tip cool during staged operation.
From this point, the fuel is routed back up to cool the Pilot tip before exiting into
the combustion chamber.
Secondary Pilot flow is scheduled by a Pressure Flow Divider Valve Cartridge.
Fuel is routed by this valve through a trimming restrictor orifice, then ported to
a Secondary Metering Set and sprayed into the combustor. The Secondary
spray profile is wider than the Primary spray profile, thus it surrounds the Primary spray.
COOLING NOZZLE - MAIN 1

Primary Main flow travels through the MLCV and is routed into the Main Primary Metering Set to be sprayed into the combustion chamber.
Secondary Main flow is scheduled by a Pressure Flow Divider Valve cartridge.
This valve routes fuel through a trimming restrictor orifice and fuel is then
routed to the Main Secondary Metering Set.
FRA US/T bu
July 02 L3
Page: Page: 56
A319 / A320 / A321

CFM 56-5B DAC
73-10

Distribution
Figure 28
FRA US/T bu
July 02 L3
DAC PILOT + MAIN1 + MAIN2 OPERATION

Page: Page: 57

Distribution

In the 20/10 mode, the Pilot zone tips and the Main 1 zone tips supply fuel to
the combustor.
In this condition the engine operates in the medium power range.
Fuel goes through the open Pilot and Main 1 ports of the DMV. The MSV is in
the closed position and no metered fuel goes to the Main 2 manifold.
Fuel for the Main 2 tip cooling circuit comes from the metered fuel supply for
the Pilot and Main 1 manifolds.
The metered fuel goes through cooling orifices inside the FMMV.
The cooling orifices enable sufficient flow to move fuel through the Main 2 tip
cooling circuit, at a pressure low enough not to open the primary or secondary
valves of the Main 2 tips. Fuel from the cooling circuit goes from the Main 2 tip
bleed valves and mixes with the secondary orifice circuit of the Pilot zone tips.
There is a constant positive flow through the cooling circuit for the Main 2 manifolds and tips.
A319 / A320 / A321

CFM 56-5B DAC
73-10
This is accomplished by an additional flow divider valve (Bleed Valve) which
schedules fuel from the Main Bleed fuel nozzle inlet to the secondary Pilot flow
circuit.
The cooling fuel comes from the cooling nozzles. lt is routed through an orifice
located in the FMMV. The orifice allows passage of the cooling fuel from the
Main 1 to the Main 2 manifolds.
BLEED NOZZLE - PILOT
Primary Pilot flow travels through the MLCV and follows a cooling circuit down
to the Main tip. The primary Pilot flow keeps the Main tip cool during staged
operation.
Secondary Pilot flow is scheduled by a Pressure Flow Divider Valve cartridge.
routed to the Pilot Secondary Metering Set.
From this point, the fuel is routed back up to cool the Pilot tip before exiting into
the combustion chamber.
BLEED NOZZLE - MAIN 2

Primary Main Flow travels through the MLCV and is routed into the Main Primary Metering Set to be sprayed into the combustion chamber.
Secondary main flow is scheduled by a Pressure Flow Divider Valve Cartridge.
routed to the Main Secondary metering Set.
BLEED NOZZLE - COOLING

The bleed valve provides controlled cooling flow and helps to balance the
nozzle/manifold system.
FRA US/T bu
July 02 L3
Page: Page: 58
A319 / A320 / A321

CFM 56-5B DAC
73-10

Distribution
Figure 29
FRA US/T bu
July 02 L3
DAC PILOT + MAIN 1 OPERATION

Page: Page: 59
A319 / A320 / A321

CFM 56-5B DAC
73-10

Only the pilot tips of both the cooling and bleed nozzles supply fuel to the combustor in this mode.
In this condition, the engine operates at low power.
Fuel goes through the open Pilot manifold port of the DMV in the FMMV. The
Pilot manifold supplies metered fuel to the Pilot tips in the cooling and bleed
nozzles.
The Main 1 manifold port of the DMV and the Main 2 staging valve (MSV),
which controls fuel flow to the Main manifolds, are closed. The Main 1 and 2
zone tips do not supply fuel to the combustor.
Cooling fuel flows through the Main 1 and 2 manifolds and the Main 1 and 2
tips of the cooling and bleed nozzles. This cooling fuel prevents coking at the
Main 1 and 2 tips. It also prevents a delay in engine acceleration when one, or
both of the Main nozzles begin to flow fuel.
Cooling fuel for the Main 1 manifold and nozzle tips comes from a tapping in
the Pilot manifold. The fuel goes through the cooling circuit of the Main 1 zone
tips and goes back into the FMMV.
In the FMMV, metered fuel supply from the Pilot manifold goes through one of
two cooling orifices. Fuel from the Main 1 manifold goes through the other cooling orifice. Fuel from both of these cooling orifices goes to the Main 2 manifold.
Fuel that passes through the Main 2 tip cooling circuit goes through a bleed
valve to mix with the secondary circuit of the Pilot zone tips of the Bleed
nozzles.

Distribution
FRA US/T bu
July 02 L3
Page: Page: 60
A319 / A320 / A321

CFM 56-5B DAC
73-10

Distribution
Figure 30
FRA US/T bu
July 02 L3
DAC PILOT OPERATIONAL MODE

Page: Page: 61
FRONT PANEL ELECTRICAL CONNECTORS

There are 15 threaded electrical connectors located on the front panel, identified through numbers 11 to J15 marked on the panel.
Each connector features a unique key pattern which only accepts the correct
corresponding cable plug.
All engine input and command output signals are routed to and from channels
A and B, through separate cables and connectors.
A319 / A320 / A321

CFM 56-5B
73-20
ENGINE RATING / IDENTIFICATION PLUG
The engine rating/identification plug provides the ECU with engine configuration information for proper engine operation.
lt is plugged into connector J 14 and attached to the fan case by a metal strap.
It remains with the engine even after ECU replacement.
The plug includes a coding circuit, equipped with pushpull links which either
ensure, or prohibit connections between different plug connector pins.
The push-pull links consist of switch mechanisms located between 2 contacts
and can be manually opened, or closed, according to customer requests.
They include:
- 5B and 5B/P differentiation
- engine type (SAC or DAC)
- an optional PMUX engine condition monitoring kit
- optional full EGT monitoring
- tool, which enables the engine serial number to be loaded into the ECUs
Non-Volatile Memory (NVM)
- N1 trim level, to correct thrust differences between engines operating at
the same N1 speed
The ECU stores schedules in its NVM, for all available engine configurations. During initialization, it reads the plug and selects a specific schedule.
In the case of a missing, or invalid ID plug, the ECU uses the value stored
in the NVM for the previous plug configuration.

Controlling General
Page: Page: 62

Controlling General
A319 / A320 / A321

CFM 56-5B
73-20
SAFTY WIRE
O-RING
SHEATED
CABLE
Figure 31
FADEC Electrical Connectors

Page: Page: 63
A319 / A320 / A321

CFM 56-5B DAC
77-30
MAINTENANCE TASKS
An LRU screen is available through the MCDU and is specific for DAC engines.
This screen enables the operator to know the engine type and also a lot of
other useful information:
- Bump level
- N1 trim level
- Engine configuration
- PMUX option
- DAC configuration
- SOV status*
- Engine serial number*
* The last two items can be accessed and modified through the keypad of the
MCDU to be in accordance with the aircraft configuration.
The other parameters can only be read and are automatically updated when a
new software version is programmed into the ECU, and/or, when the engine
identification plug is installed an the ECU.
Engine Indicating
Analyzers
Page: Page: 64
A319 / A320 / A321

CFM 56-5B DAC
77-30
Engine Indicating
Analyzers
Figure 32
DAC LRU IDENT &SERIAL NR. ENTRY

Page: Page: 65
73-20
A319 / A320 / A321

CFM 56-5B DAC
73-20
CONTROLLING(DAC )
FADEC
SYSTEM OVERVIEW
The 3 different operating modes 20/0, 20/10, 20/20 are primarily commanded
by the CFM56-5B DAC FADEC control system.
The operating modes are controlled by the Electronic Control Unit (ECU),
which sends electrical signals to position the DAMV and MBSV.
The system switches from the 20/0 to 20/10 and to the 20/20 mode, depending
an two parameters:
- The corrected N 1 speed (N 1 K12)
- The fuel/air ratio (FAR)
20/0 is used at low power conditions (<7% thrust SLS)
20/20 mode is set from part power to takeoff (>30% thrust SLS)
20/10 mode is an intermediate mode that can be thought of as a transition step
between 20/0 and 20/20 modes

Controlling General
Page: Page: 66
A319 / A320 / A321

CFM 56-5B DAC
73-20

Controlling General
Figure 33
ECU/DAC PARTICULARS
Page: Page: 67

Controlling General
A319 / A320 / A321

CFM 56-5B DAC
73-20
NORMAL OPERATION
The DAC 2 engine switch point from 20/0 to 20/10 occurs at 2630rpm N1 K12.
The ECU will command the DAC to switch from 20/0 to 20/10 modes if both
corrected N1 and combustor FAR are above their respective switch thresholds.
This switch point is always active an ground and may also be active in flight, if
the FAR is above a certain limit. The corrected N1 switch threshold is only active an ground.
APPROACH
During approach operation, the ECU commands the DAC to switch from 20/0
to 20/10 mode when:
- Approach idle is set
- Flight condition
- Symmetric ECS bleed is ON
- FAR > specific threshold
The system switches back to 20/0 mode if one of the above conditions are no
longer met, or if a hung decel* is detected.
* A hung decel is detected if the N2 decel rate is slower than 1/4 of the normal
decel schedule and when the engine is controlied an the FAR decel schedule.
NAC COOLING
If the NAC system fails to move to the cooling position,or if both feedback sensors fail,the ECU forces the DAC to switch from 20/0 mode when EGT exceeds
550 C on the ground.
If EGT exceeds 700 C,the LPTCC valve will be commanded fully open.
Once DAC mode has switched from 20/0 to 20/10 based on EGT,it cannot
switch back to 20/0 mode unless any of the following conditions are met:
One hour elapses
20/20 mode is selected
Any engine transient (accel or decel) is made
Engine is operating on FAR decel control (to avoid decel hang-up)
FRA US/T Kh August 03L3
Page: Page: 68

Controlling General
A319 / A320 / A321

CFM 56-5B DAC
73-20
NORMAL OPERATION
APPROACH
NAC COOLING
Figure 34
FRA US/T Kh August 03L3
DAC FUEL FLOW SPLITS

Page: Page: 69
A319 / A320 / A321

CFM 56-5B DAC
73-20
SIMPLEX HPTCC AND LPTCC

To support the added functionality of the FMMV, the HPTC and LPTC control
loops have been converted to ECU single channel control (simplex).
Channel A of the ECU is dedicated to controlling the HPTC valve and channel
B is dedicated to controlling the LPTCC valve.
Loss of either channel will result in the respective valve moving to the fail-safe
position. However, the demand and selected positions of the valves are sent
over ARINC to both channels.

Controlling General
Page: Page: 70

Controlling General
A319 / A320 / A321

CFM 56-5B DAC
73-20
HPTC VALVE
LPTC VALVE
Figure 35
Simplex HPTCC and LPTCC

Page: Page: 71

ENGINE
AIR
ATA 75
75-00
A319/A320/A321
CFM56-5B
75-30
ENGINE AIR
GENERAL
General
The engine air system is divided into three main functions:
S cooling
S compressor control
S indicating
The air system covers primary, secondary (bypass) and parasitic (cooling and
pressurizing) airflows and the systems used to control airflow. It is composed of
2 major sections:
S engine
S and nacelle
Nacelle section
The nacelle installation is designed to provide cooling and ventilation air for engine accessories installed on the fan and core casing. The distribution and circulation of the air in the compartments is such that the temperature limit for
specific components is not exceeded. These limits ensure long life and provide
good fire safety margins.
Compressor Control
The Variable Stator Vane (VSV) and the Variable Bleed Valve (VBV) control the
compressor through the ECU.
Indicating
The nacelle temperature only is indicated in the cockpit.
Engine section
The airstream flowing through the CFM56 turbofan engine supplies 2 major
systems:
S the internal
S the external air systems
The internal air system consists of the following sub-systems:
S propulsion airflow (secondary and primary flows)
S forward and aft bearing sump pressurizing air
S cooling air (HPTACC, RACSB)
S internal thrust balancing air
The external air system consists of the following sub-systems:
S fuel control system air (CDP)
S Low Pressure Turbine Active Clearance Control (LPTACC)
S high-energy igniter harness cooling air
S engine customer bleed air
S ECU cooling
FRA US-T Kh
Augustn 03 L2/3
Page: 72
ENGINE
AIR
A319/A320/A321
CFM56-5B
75-30
FAN AIR ( FROM SCOOP )
PRIMARY AIR FLOW
RACSB
VALVE
FAN AIR FLOW
STG 5
SB
LPTCC
VALVE
STG 9
HPTCC
VALVE
STG 4
ECU COOLING
STG 9
LPT COOLING
AIR INLET
CUSTOMER BLEED
5TH STAGE
CUSTOMER BLEED
CORE COMPARTMENT
9TH STAGE
Figure 36
FRA US-T Kh
Augustn 03 L2/3
Engine Air System Schematic

Page: 73
75-20
A319 / A320 / A321

CFM56-5B
75-20
ENGINE COOLING
HIGH PRESSURE TURBINE CLEARANCE CONTROL
HPTCC VALVE
The HPTCC system optimizes HPT efficiency through active clearance control
between the turbine rotor and shroud and reduces compressor load during
starting and transient engine conditions.
The HPTCC system uses bleed air from the 4th and 9th stages to cool down
the HPT shroud support structure in order to:
- maximize turbine efficiency during cruise.
- minimize the peak EGT during throttle burst.
The HPTCC valve is located on the engine core section at the 3 oclock position.
A thermocouple, located on the right hand side of the HPT shroud support
structure, provides the ECU with temperature information.
The ECU uses various engine and aircraft sensor information to take into account the engine operating range and establish a schedule.
To control the temperature of the shroud at the desired level, the ECU calculates a valve position.
This valve position is then sent by the ECU to the HMU, which modulates the
fuel pressure sent to command the HPTCC valve.
Two sensors (LVDT), connected to the actuator, provide the ECU with position
feedback signals and the ECU changes the valve position until the feedback
matches the schedule demand.
The HPTCC valve has integrated dual butterfly valves, driven by a single actuator which receives the fuel pressure from the HMU servo valve.
Each butterfly valve controls its own dedicated compressor stage air pick-up.
One butterfly valve controls the flow from 4th stage compressor bleed while the
other butterfly valve controls the flow from the 9th stage compressor bleed.
The 4th stage air is mixed with the 9th stage air downstream of the valve.
The two airflows are mixed downstream of the valve and sent through a thermally insulated manifold to the HPT shroud support, at the 6 and 12 oclock
positions.
The actuator position is sensed by a dual LVDT and sent to both channels of
the ECU.
A drain port on the valve directs any fuel leaks towards the draining system.
Component Description
The HPTACC valve has integrated dual butterfly valves driven by a single fuel
powered actuator. Position feedback to the ECU is provided by a dual channel
LVDT installed on the actuator. One butterfly valve controls the flow from 4th
stage compressor bleed while the other butterfly valve controls the flow from
the 9th stage compressor bleed. The 4th stage air is mixed with the 9th stage
air downstream of the valve.
Engine
Air
FRA US/T Kh August 03 L2 /3
Seite: Page: 74

Engine
Air
A319 / A320 / A321

CFM56-5B
75-20
4TH/9TH STAGE
OUTLET
DISCHARGE
MANIFOLD
Figure 37
FRA US/T Kh August 03 L2 /3
HPTCC System Location

Seite: Page: 75
ENGINE
AIR
A318/A319/A320/A321
CFM56-5B
75-21
HPT ACTIVE CLEARANCE CONTROL SYSTEM

System Description
The HPTACC system regulates the HP turbine shroud support structure temperature by means of valves controlled by the Hydromechanical Unit (HMU).
The HPTACC Valve has integrated dual butterfly valves driven by a single fuel
powered actuator.
Fuel pressure is distributed in accordance with electrical signals sent by the
Electronic Control Unit (ECU).
One butterfly valve controls the flow from the fourth stage compressor bleed
while the other butterfly valve controls the ninth stage.
The fourth stage air is mixed with the ninth stage air downstream of the valve.
GENERAL
The Hight Pressure Turbine Active Clearance Control (HPTACC) system uses
bleed air from the fourth and ninth stages to cool the high pressure turbine
shroud support structure.
The purpose of the system is to :
S maximize turbine efficiency during cruise,
S minimize the peak Exhaust Gas Temperature (EGT) during throttle burst.
The HPTACC valve also discharges ninth stage air to unload the Hight Pressure (HP) compressor on engine start.
Two Linear Variable Differential Transducers connected to the actuator and one
thermocouple located on the right hand side of the HP turbine shroud support
structure provide feedback signals to the ECU.
CONTROL
In accordance with various parameters such as N2 and T3, the ECU sends
electrical signals to the torque motor within the HMU to move the HPTACC
valves.
When the engine is shut down the valves move to a failsafeclosed position.
On engine start the HPTACC valve moves to the ninth stage bleed position
which unloads the compressor to improve engine acceleration.
Above ground idle the position of the valves is determined by the closed loop
shroud temperature control.
The HPTACC actuator drives the butterfly valves to different positions.
FRA US-T Kh
August 03 L2
The HPTACC Actuator drives the Butterfly Valves to different positions as follow :
ACTUATOR
STROKE
MODE
4TH STAGE
BUTTERFLY
0%
FAILSAFE
NO AIR
CLOSED
CLOSED
FULL 9TH
CLOSED
FULLY OPEN
MIXED
INTERMEDIATE
INTERMEDIATE
FULL 4TH
FULLY OPEN
37%
37 - 100%
100%
9TH STAGE
BUTTERFLY
CLOSED
T case
The T case sensor measures the High Pressure Turbine (HPT) shroud support
temperature.
The temperature value is used by the ECU in the HPT Clearance Control system logic.
lt is installed on the combustion case at the 3 oclock position, and consists of :
- a housing, which provides a mounting flange and an electrical connector.
- a sensing element, fitted inside the housing and in contact with the shroud
support.
NOTE:
THE PROBE IS SPRING-LOADED TO ENSURE PERMANENT

CONTACT WITH THE SHROUD SUPPORT.
Page: 76
ENGINE
AIR
A318/A319/A320/A321
CFM56-5B
75-21
HMU HYDRAULIC
POWER
T3
N2
ECU
T CASE THERMOCOUPLE
FEEDBACK
HPTACC DISCHARGE AIR
HPTACC
4TH STAGE AIR
9TH STAGE AIR
Figure 38
FRA US-T Kh
August 03 L2
HPTACC Airflow Schematic

Page: 77

ENGINE
AIR
A318/A319/A320/A321
CFM56-5B
75-20
LOW PRESSURE TURBINE CLEARANCE CONTROL SYSTEM

General
To ensure the best performance of the LPT at all engine ratings, the LPTCC
system uses fan discharge air to cool the LPT case during engine operation, in
order to control the LPT rotor to stator clearances.
lt also protects the turbine case from over-temperature by monitoring the EGT.
The LPTCC system is a closed loop system, which regulates the cooling airflow sent to the LPT case, through a valve and a manifold.
The LPTCC valve is located on the engine core section between the 4 and 5
oclock positions.
The LPTCC system consists of:
-an air scoop
-the LPTCC valve.
-an air distribution manifold.
-six LPT case cooling tubes.
The purpose of the LPT Active Clearance Control System (LPTACC) is to control the thermal expansion of the low pressure turbine case during engine operation in order to:
S optimize the LPT rotor-to-stator (blade tip) radial clearances
S and thus get the best performance from the LPT at all engine ratings
To achieve these requirements the system:
S scoops a controlled amount of fan discharge air,
S flows it through a dedicated system of ducting, control valve, manifolds and
tubes arrangement.
The LPTACC valve has the parts which follow:
S A housing with a drain boss to collect laminar leakage from the linear actuator.
S A control plate with 3 holes, which lets in the HMU fuel signals for active
control of the LPT clearances.
S A linear actuator with a gear sector which rotates the butterfly valve shaft.
S A spring-return system fitted in the actuator.
S A RVDT redundant sensor fitted at one end of the butterfly valve shaft.
FRA US-T Kh
August 03 L3
S A butterfly-type valve.
Operation
The actuator system of the butterfly valve uses fuel pressure signals from the
HMU for its operation.
Within the HMU, the LPT active clearance control function operates under electrical signals/commands from the ECU.
Valve Feedback
A feedback of the different positions of the butterfly valve is supplied constantly
to the ECU through the RVDT sensor electrical connectors. Under control of
the PCR pressure applied at one end of the actuator and a PC/PB modulated
pressure applied at the other end, the linear actuator rotates the shaft which
controls the opening or closing of the butterfly valve. The butterfly valve regulates the amount of fan discharge air required to cool the turbine as a function
of the engine power demand (engine rating). The PCR pressure is always between the PC and PB pressures. The only action that can displace the actuator
piston is the PCR-PC or PCR-PB differential pressure.
During an acceleration of the engine:
S A PB signal is sent to the clearance control valve (CCV) by the HMU.
S This pressure signal moves the actuator piston and rod toward the OPEN
position of the butterfly valve.
During a deceleration of the engine:
S A PC signal is sent to CCV by the HMU.
S This pressure signal moves the actuator piston and rod toward the
CLOSED position of the butterfly valve.
S When the engine is shut down, the butterfly valve is fully closed.
Page: 78
ENGINE
AIR
A318/A319/A320/A321
CFM56-5B
75-20
ECU
ELECTRICAL
SIGNAL
HMU
FEEDBACK
LPTACC
VALVE
RVDT
SENSOR
REGULATED
AIRFLOW
LPTACC
VALVE
FAN DISCHARGE
AIR INLET
ELECTRICAL
CONNECTOR
FAN AIR
LPT CASE
DISCHARGE
MANIFOLD
AIR
OUTLET
DRAIN
NIPPLE
FUEL INLET
PLATE
Figure 39
FRA US-T Kh
August 03 L3
LPTACC Valve Schematic

Page: 79
A319/A320/A321
CFM56-5B
75-20
ROTOR ACTIVE CLERANCE CONTROL SYSTEM

The RACSB valve has integrated dual butterfly valves driven by a single fuel
powered actuator. Position feedback to the ECU is provided by a dual channel
LVDT attached on the actuator. One butterfly valve controls the flow of 5th
stage compressor bleed while the other butterfly valve controls the flow of the
9th stage compressor bleed.
The 5th stage air is ducted to the compressor bore cavity while the 9th stage
air is ducted to the LPT cavity.
ENGINE
AIR
FRA US-T Kh
August 03 L2/3
Page: 80
A319/A320/A321
CFM56-5B
75-20
ENGINE
AIR
5TH STAGE
9TH STAGE
BLEED
BLEED
RACCSB
DUCT
DUCT
VALVE
9TH STAGE
START BLEED
AIR
5TH STAGE ROTOR

COOLING AIR
Figure 40
FRA US-T Kh
August 03 L2/3
RACCSB Bleed Valve

Page: 81

ENGINE
AIR
A318/A319/A320/A321
CFM56-5B
75-20
ROTOR ACTIVE CLERANCE CONTROL SYSTEM

General
The CFM56-5B engine Rotor Active Clearance (RAC) and Start Bleed (SB)
control system uses High Pressure Compressor (HPC) air from stage 5 to control compressor clearance at altitude, and stage 9 HPC bleed air to unload the
compressor during starts and accelerations. The function of the RAC system is
to improve compressor efficiency during cruise and the function of the SB system is to improve stall margin during engine starting and acceleration.
System Description
The RACSB is an open loop system. The RAC control system ducts 5th stage
compressor bleed air to the HPC bore cavity. The 5th stage air causes the rotor
to expand and reduces HPC clearances. The increased efficiency of the HPC
results in lower fuel consumption.
The SB function is used during engine starting and acceleration from low
speed. During transients, the 9th stage bleed increases engine stall margin.
On engine start, the RACSB valve moves to a 9th stage bleed position which
unloads the HPC to improve engine acceleration.
At steady speeds above idle, at low altitudes, the RACSB valve is in the no air
position. At high altitudes, the RACSB valve bleeds 5th stage air to heat the
HPC bore which tightens compressor clearances and improves compressor
efficiency. When the engine is shut down, the valve extends to a failsafe no air
position.
According to various parameters such as P0,N2,M0 and T3, a redundant demand schedule from the Electronic Control Unit (ECU) controls the Rotor Active Clearance Control and Start Bleed (RACSB) system.
The Rotor Active Clearance Control and Start Bleed valve has integrated dual
butterfly valves controlled by the Hydro Mechanical Unit (HMU) and driven by a
single fuel powered actuator.
One butterfly valve controls the flow from the fifth stage air compressor bleed
to the High Pressure (HP) compressor bore cavity.
The other butterfly valve controls the flow of the ninth stage compressor bleed
to the Low Pressure (LP) turbine cavity.
Position feedback to the ECU is provided by a dual channel Linear Variable
Digital Transducer attached on the actuator.
FRA US-T kH
August 03 L2
CONTROL
The ECU sends electrical signals to the torque motor within the HMU to move
the RACSB actuator through the servo valve.
The RACC actuator drives the butterfly valves.
The RACC demand schedule controls the valves as follows :
On engine start the RACSB valve moves to the ninth stage bleed position
which unloads the compressor to improve engine acceleration.
At steady speeds, above idle and at low altitude, the RACSB valves are in the
no air position.
At high altitude the RACSB valve bleeds fifth stage air to heat the HP compressor bore, which reduces compressor clearances and improves compressor efficiency.
When the engine is shut down the valves move to the failsafe closed position.
ACTUATOR
STROKE
MODE
0%
FAILSAFE
NO AIR
5TH STAGE
9TH STAGE
BUTTERFLY
BUTTERFLY
CLOSED
CLOSED
TRANSIENT
27%
BLEED
CLOSED
FULLY OPEN
CLOSED
CLOSED
INTERMEDIATE
CLOSED
START BLEED
68,5%
NO AIR
ROTOR ACTIVE
68,5 - 100%
CLEARANCE
Page: 82
ENGINE
AIR
A318/A319/A320/A321
CFM56-5B
75-20
9TH STAGE
5TH STAGE
INLET
INLET
BEARING NO. 3
COMPARTMENT
9TH
STAGE
5TH
STAGE
RACSB
VALVE
PCR/PC
OR
PCR/PB
PCR
VALVE
POSITION
HMU
PCR SUPPLY
PORT
ELECTRICAL
SIGNAL
FEEDBACK
LVDT CH A
ECU
DRAIN
PORT
LVDT CH B
PRACC SUPPLY
PORT
Figure 41
FRA US-T kH
August 03 L2
RACSB System Schematic

Page: 83
Engine
Air
A319 / A320 / A321

CFM56-5B
75-20
TRANSIENT BLEED VALVE (TBV)

The transient bleed valve (TBV) system controls the quantity of the high pressure compressor (HPC) 9th stage bleed air that goes into the stage 1 low pressure turbine (LPT) nozzles. The TBV system increases the HPC stall margin
during engine start and during engine acceleration.
The TBV system has these parts:
S TBV valve
S TBV manifold.
TBV COMPONENT LOCATION
These transient bleed valve (TBV) system components are on the high pressure compressor (HPC) case:
S Transient bleed valve (6:00 position)
The TBV is a butterfly valve that operates with servo fuel pressure. It has
two positions: open or closed. It has these parts:
- Actuator body
- 9th stage air butterfly valve body
- Switch connector (2)
- Thermal shield
- Fuel manifold mount flange.
S TBV manifold (7:00 position).
You open the two fan duct cowls and thrust reverser cowls to get access to the
TBV system components.
TBV-Schematic
Seite: Page: 84
A319 / A320 / A321

CFM56-5B
75-20
Engine
Air
TRANSIENT
BLEED
VALVE
DETAIL A
Figure 42
Transient Bleed Valve

Seite: Page: 85
A319 / A320 / A321

CFM56-5B/2P
75-20
DAC AIR SYSTEM

GENERAL
CFM56/2P engines are provided with a Nacelle Cooling and Transient Bleed
System (NACTB) to maintain undercowl temperatures at acceptable levels and
to perform transient bleed functions.
The transient bleed function is unchanged, relative to non-NACTB systems,
and takes priority over the nacelle cooling system.
The system consists of:
S - An NACTB valve
S - An NAC manifold
Engine
Air
Seite: Page: 86
A319 / A320 / A321

CFM56-5B/2P
75-20
Engine
Air
Figure 43
DAC AIR SYSTEM

Seite: Page: 87
A319 / A320 / A321

CFM56-5B/2P
75-20
NACELLE COOLING/TRANSIENT BLEED VALVE SYSTEM (NAC/TBV SYSTEM)

Purpose
Nacelle cooling improvements are required because of the high engine temperatures generated by turbine rear frame radiation at ground idle combined with
low undercowl cooling.
The new nacelle cooling/transient bleed valve provides the following improvements:
S The bore of the transient bleed valve is increased from 1.25 inches (31,8
mm) to 1.50 inches (38,1 mm) to improve the compressor stall margin.
S The nacelle cooling system will actively direct cooler engine air toward the
aft portion of the core undercowl which will reduce the turbine rear frame
outer skin and nacelle component temperatures.
S The new nacelle cooling/transient bleed valve improves the hardware producibility.
Components
The cooling system is composed of several individual and different parts:
The cooling system installed around the turbine frame with plenum box, two
cooling manifolds composed of 5 drilled tubes, 21 brackets (19 for the manifolds and 2 for the box), and a series of standard parts.
The identification system provided by the connector.
The control software (FADEC) 5.D.M (refer to CFM56-5B S/B 73-060).
The bleed system essentially represented by the nacelle air cooling/transient bleed valve (NAC/TBV) for whose installation the external configuration needs to be adjusted.
The electrical harnesses CJ11L and CJ12L.
Engine
Air
Seite: Page: 88
A319 / A320 / A321

CFM56-5B/2P
75-20
Engine
Air
Figure 44
NAC Manifold Components

Seite: Page: 89
Engine
Air
A319 / A320 / A321

CFM56-5B/2P
75-20
THE NACTB VALVE

The NACTB valve is controlled by the ECU, which sends electrical signals to
the HMU.
The HMU torque motor converts the electrical signal into hydraulic pressure to
send to the valve. The valve has a dual LVDT feedback sensor that signals the
valves position back to the ECU.
The valve is commanded to full NAC (Nacelle Cooling) when the engine:
S - Is running in the Idle region (8500>N2>1500 rpm)
S - Is on the ground
S - Is in steady state
S - Is in DAC mode 20/0
S - EGT is greater than 550C.
If the conditions for NAC are not met, the valve is commanded to the NO AIR
position.
Note that the conditions requiring transient bleed take precedence over
NAC, or NO AIR, thus the TB function is given priority.
Seite: Page: 90
A319 / A320 / A321

CFM56-5B/2P
75-20
Engine
Air
Figure 45
DAC NACTB VALVE OPERATION

Seite: Page: 91
CFM 56-5B DIFF L3
TABLE OF CONTENTS
ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . . .
71-00
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CFM 56 CONCEPT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE STATION DESIGNATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SPINNER FRONT CONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SPINNER REAR CONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FAN INLET CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FAN FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
THE OUTLET GUIDE VANE (OGV) ASSEMBLY . . . . . . . . . . . . . . . . .
FAN BLADE / FRONT AND REAR CONE . . . . . . . . . . . . . . . . . . . . . . .
FAN DISK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FAN BLADES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FAN BLADES (CONTINUED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COLD FAN BALANCING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HIGH PRESSURE COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HIGH PRESSURE TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE GENERAL CONCEPT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COMBUSTION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TURBINE FRAME ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
1
4
6
10
10
12
12
12
14
16
16
18
18
20
22
24
26
28
ATA 79 OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30
79 - 00
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OIL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LUBRICATION UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30
30
32
ATA 79 OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . .
34
79-00
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OIL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LUBRICATION UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
34
34
36
FRA US/T-5 Jacobi
Oct 2003
MAIN SUPPLY AND BACKUP FILTER . . . . . . . . . . . . . . . . . . . . . . . . . .

MASTER CHIP DETECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAGNETIC CONTAMINATION INDICATOR . . . . . . . . . . . . . . . . . . . . .
OIL FILTER DIFFERENTIAL PRESSURE SWITCH . . . . . . . . . . . . . . .
OIL TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATA 73 FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . .
36
38
40
42
42
44
FUEL DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL MANIFOLD MODULATING VALVE (FMMV) . . . . . . . . . . . . . . . .
FUEL MANIFOLD MODULATION VALVE MODES (FMMV) . . . . . . . .
FUEL FLOW SPLITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE FUEL AND CONTROL - DISTRIBUTION . . . . . . . . . . . . . . .
FUEL MANIFOLD MODULATION VALVE MODES (FMMV) . . . . . . . .
FUEL NOZZLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DISTRIBUTION 20/20 MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COOLING NOZZLE - PILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COOLING NOZZLE - MAIN 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COOLING NOZZLE - COOLING CIRCUITS . . . . . . . . . . . . . . . . . . . . .
DISTRIBUTION 20/10 MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BLEED NOZZLE - PILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BLEED NOZZLE - MAIN 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BLEED NOZZLE - COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DISTRIBUTION 20/0 MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FRONT PANEL ELECTRICAL CONNECTORS . . . . . . . . . . . . . . . . . . .
ENGINE RATING / IDENTIFICATION PLUG . . . . . . . . . . . . . . . . . . . . .
MAINTENANCE TASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
44
46
48
50
52
52
52
54
56
56
56
56
58
58
58
58
60
62
62
64
73-20
CONTROLLING(DAC ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NORMAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NAC COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
66
66
68
68
68
Page i
CFM 56-5B DIFF L3
TABLE OF CONTENTS
SIMPLEX HPTCC AND LPTCC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATA 75 ENGINE AIR . . . . . . . . . . . . . . . . . . . . . . . . .

75-00
70
72
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
72
75-20
ENGINE COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HIGH PRESSURE TURBINE CLEARANCE CONTROL . . . . . . . . . . .
HPTCC VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HPT ACTIVE CLEARANCE CONTROL SYSTEM . . . . . . . . . . . . . . . . .
LOW PRESSURE TURBINE CLEARANCE CONTROL SYSTEM . . .
ROTOR ACTIVE CLERANCE CONTROL SYSTEM . . . . . . . . . . . . . . .
ROTOR ACTIVE CLERANCE CONTROL SYSTEM . . . . . . . . . . . . . . .
TRANSIENT BLEED VALVE (TBV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TBV COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DAC AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NACELLE COOLING/TRANSIENT BLEED VALVE SYSTEM
(NAC/TBV SYSTEM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
THE NACTB VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
74
74
74
76
78
80
82
84
84
86
FRA US/T-5 Jacobi
Oct 2003
88
90
Page ii
CFM 56-5B DIFF L3
TABLE OF FIGURES
Figure 1
Figure 2
Figure 3
Figure 4
Figure 5
Figure 6
Figure 7
Figure 8
Figure 9
Figure 10
Figure 11
Figure 12
Figure 13
Figure 14
Figure 15
Figure 16
Figure 17
Figure 18
Figure 19
Figure 20
Figure 21
Figure 22
Figure 23
Figure 24
Figure 25
Figure 26
Figure 27
Figure 28
Figure 29
Figure 30
Figure 31
Figure 32
Figure 33
Figure 34
Figure 35
Engine Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC Presentation CFM 56-5B . . . . . . . . . . . . . . . . . . . .
Aerodynamic Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Cross Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SPINNER CONES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan Inlet Case / Fan OGV . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan Blade Retention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan Disk and Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan Blade Root . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
High Pressure Compressor . . . . . . . . . . . . . . . . . . . . . . . .
High Pressure Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CFM56-5B DAC Core Engine . . . . . . . . . . . . . . . . . . . . .
Combustion Chamber . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbine Frame Assembly . . . . . . . . . . . . . . . . . . . . . . . . . .
OIL SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . .
Lubrication Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lubrication Unit Interface . . . . . . . . . . . . . . . . . . . . . . . . . .
Master Chip Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Contamination Pop-Out Indicator . . . . . . . . . . . . . . . .
Oil Temperature and Diff. Press. Indication . . . . . . . . . .
DAC FUEL DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . .
DAC NOZZLE SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . .
DAC FUEL MANIFOLD MODULATING VALVE . . . . . . .
DAC FMMV OPERATING MODES . . . . . . . . . . . . . . . . .
FUEL FLOW SPLIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DAC FUEL NOZZLES . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DAC PILOT + MAIN1 + MAIN2 OPERATION . . . . . . . .
DAC PILOT + MAIN 1 OPERATION . . . . . . . . . . . . . . . .
DAC PILOT OPERATIONAL MODE . . . . . . . . . . . . . . . .
FADEC Electrical Connectors . . . . . . . . . . . . . . . . . . . . . .
DAC LRU IDENT &SERIAL NR. ENTRY . . . . . . . . . . . .
ECU/DAC PARTICULARS . . . . . . . . . . . . . . . . . . . . . . . .
DAC FUEL FLOW SPLITS . . . . . . . . . . . . . . . . . . . . . . . .
Simplex HPTCC and LPTCC . . . . . . . . . . . . . . . . . . . . . .
FRA US/T-5 Jacobi
Oct 2003
3
5
7
9
11
13
15
17
19
21
23
25
27
29
31
33
35
37
39
41
43
45
47
49
51
53
55
57
59
61
63
65
67
69
71
Figure 36 Engine Air System Schematic . . . . . . . . . . . . . . . . . . . . . .

Figure 37 HPTCC System Location . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 38 HPTACC Airflow Schematic . . . . . . . . . . . . . . . . . . . . . . .
Figure 39 LPTACC Valve Schematic . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 40 RACCSB Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 41 RACSB System Schematic . . . . . . . . . . . . . . . . . . . . . . . .
Figure 42 Transient Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 43 DAC AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 44 NAC Manifold Components . . . . . . . . . . . . . . . . . . . . . . . .
Figure 45 DAC NACTB VALVE OPERATION . . . . . . . . . . . . . . . . .
Figure A Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure B Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . .
73
75
77
79
81
83
85
87
89
91
92
93
Page iii
Lufthansa German Airlines
79-00
CFM56-5B
A391/A320/A321
OIL OTY
LOW OIL
OIL PRESS
PRESS SW
X-MITTER
SENSOR
ANTI
SIPHON
OIL TANK
EIU
SDAC
FUEL/OIL
HEAT
EXCH
INDICATOR
VISUAL
POPOUT
FWD
SUMP
SERVO
FUEL
MAG PLUG
SCREEN
HEATER
ECU
TOIL
SENSOR
CLOGGING
ELEC CHIP DETECTOR
SWITCH
BYPASS
VALVE
MAIN
FILTER
OIL TEMP
BACK UP FILTER
SENSOR
SUPPLY
PUMP
SCAVENGE
ENGINE
OIL SYSTEM
SCREENS
LUBRICATION UNIT
Figure A
Oil System Schematic
SCAVENGE
PUMPS
(OPTION)
INDIVDUAL
CHIP
DETECTORS
A
G
B
TGB
AFT
SUMP
Lufthansa German Airlines
73-00
CFM 56-5B
A319/A320/A321
HMU
RACC ACTUATOR
MAIN OIL/FUEL
(OR TBV )
HEAT EXCHANGER
RACC/SB
OIL IN
OIL
OUT
LPTCC ACTUATOR
ENGINE OIL
TEMPERATURE
FLSCU
LPTCC
SERVO
ECU
FUEL
HEATER
A/C FUEL
TEMPERATURE
MAIN
PUMP
LP VALVE
MAIN
FILTER
CLOG
HP PUMP
SWITCH
VSV ACTUATORS
VSV
HPTCC
HPTCC ACTUATOR
BSV
SOLENOID
FUEL
NOZZLES
VBV MOTOR
VBV
AIRCRAFT TANKS
LP PUMP
WASH
FILTER
ENG
1
PRSOV
VALVE
A/C ISOLATION
VALVE
FUEL
ENGINE
FUEL CONTROL
BSV
METERING
ON
OFF
RETURN
VALVE
PRESSURE HOLDING
VALVE
Figure B
FMV
Fuel System Schematic
IDG OIL
IDG
OIL
COOLER
SHUT OFF
BYPASS
SOLENOID
FUEL
FLOWMETER
FUEL NOZZLE
FILTER
VALVE
FROM SERVOS
FRV SHUTOFF
SIGNAL

CFM 56-5b Diff l3 (Dec2003 CMP)

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Training Manual

ATA 104 SPEC L3

CFM 56-5B DIFF L3

For Training Purposes Only

For training purposes and internal use only.

Lufthansa Technical Training GmbH

Lufthansa Technical Training

For Training Purposes Only

For Training Purposes Only

Lufthansa Technical Training

Lufthansa Technical Training

For Training Purposes Only

FAN DIAMETER 68.3

Lufthansa Technical Training

ENGINE FUEL AND CONTROL

For Training Purposes Only

- Autothrust mode depending on autothrust function generated by the auto

Lufthansa Technical Training

ENGINE FUEL AND CONTROL

T12 PS12 PS3 T3

For Training Purposes Only

Return Fuel to AC Tank

FOR ENGINE TREND MONITORING

T/R REVERSER Stow / Deploy Command

FADEC Presentation CFM 56-5B

Lufthansa Technical Training

ENGINE STATION DESIGNATION

Engine stations are labeled continuously from 1 to 5 along the aerodynamic

FAN INLET PRESSURE

HPC INLET PRESSURE

For Training Purposes Only

FAN OGV OUTLET

Lufthansa Technical Training

FUEL METERING VALVE

ROTOR ACTVE CLEARANCE CONTROL /START BLEED OR TRANSIENT

ELECTRICAL FAN INLET TEMPERATURE SENSORS (2)

Lufthansa Technical Training

STAGE NUMBERING CFM56-5B

Fan air used for ACC

For Training Purposes Only

CUST. BLEED, Muscle Press A/I

ACTIVE CLEARANCE CONTROL

ACTIVE CLEARANCE CONTROL

Lufthansa Technical Training

For Training Purposes Only

FAN DIAMETER 68.3

Engine Cross Section

Lufthansa Technical Training

SPINNER FRONT CONE

SPINNER REAR CONE

For Training Purposes Only

SPINNER REAR CONE

Lufthansa Technical Training

For Training Purposes Only

Lufthansa Technical Training

FAN INLET CASE

For Training Purposes Only

THE OUTLET GUIDE VANE (OGV) ASSEMBLY

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For Training Purposes Only

Fan Inlet Case / Fan OGV

Lufthansa Technical Training

FAN BLADE / FRONT AND REAR CONE