Ctc 235 Nacelle

TRAINING MANUAL

CFM56-5A/-5b

NACeLLe

May 2007

CTC-235 Level 3

CFM56-ALL TRAININGMANUAL

general Page �Issue 0�

CFMI Customer Training CenterSnecma Services

Site de Melun-Montereau,Aérodrome de Villaroche

Chemin de Viercy, B.P. 1936,77019 - Melun Cedex

FRANCE

CFMI Customer Training ServicesGE Aircraft Engines

Customer Technical Education Center123 Merchant Street

Mail Drop Y2Cincinnati, Ohio 45246

USA

Published by CFMI

THIS Page InTenTIOnallY leFT BlanK





This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult pertinent maintenance publications.

The information (including technical data) contained in this document is the property of CFM International (ge and SneCMa). It is disclosed in confidence, and the technical data therein is exported under a U.S. government license. Therefore, none of the information may be disclosed to other than the recipient.

In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported or disclosed in any manner not provided for by the license without prior written approval of both the U.S. government and CFM International.

COPYRIGhT 1998 CFM INTERNATIONAl




EFFECTIVITYAll CFM56 ENGINES

CFMI PrOPrIeTarY InFOrMaTIOn


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lExIS





Aa/C aIrCraFTaC alTernaTIng CUrrenTaCarS aIrCraFT COMMUnICaTIOn aDreSSIng and rePOrTIng SYSTeMaCaU aIr COnDITIOnIng aCCeSSOrY UnITaCMS aIrCraFT COnDITIOn MOnITOrIng SYSTeMaCS aIrCraFT COnTrOl SYSTeMaDC aIr DaTa COMPUTeraDePT aIrlIne DaTa engIne PerFOrManCe TrenDaDIrS aIr DaTa anD InerTIal reFerenCe SYSTeMaDIrU aIr DaTa anD InerTIal reFerenCe UnITagB aCCeSSOrY gearBOXaIDS aIrCraFT InTegraTeD DaTa SYSTeMalF aFT lOOKIng FOrWarDalT alTITUDealTn alTernaTeaMB aMBIenTaMM aIrCraFT MaInTenanCe ManUalaOg aIrCraFT On grOUnDa/P aIrPlaneaPU aUXIlIarY POWer UnITarInC aerOnaUTICal raDIO, InC. (SPeCIFICaTIOn)aSM aUTOTHrOTTle SerVO MeCHanISMa/T aUTOTHrOTTleaTa aIr TranSPOrT aSSOCIaTIOn

aTC aUTOTHrOTTle COMPUTeraTHr aUTO THrUSTaTO aBOrTeD TaKe OFFaVM aIrCraFT VIBraTIOn MOnITOrIng

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ll leFTl/H leFT HanD


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lbs. POUnDS, WeIgHTlCD lIQUID CrYSTal DISPlaYlCF lOW CYCle FaTIgUele (l/e) leaDIng eDgelgCIU lanDIng gear COnTrOl InTerFaCe UnITlP lOW PreSSUrelPC lOW PreSSUre COMPreSSOrlPT lOW PreSSUre TUrBInelPT(a)CC lOW PreSSUre TUrBIne (aCTIVe) ClearanCe COnTrOllPTC lOW PreSSUre TUrBIne ClearanCelPTn lOW PreSSUre TUrBIne nOZZlelPTr lOW PreSSUre TUrBIne rOTOrlrU lIne rePlaCeaBle UnITlVDT lInear VarIaBle DIFFerenTIal TranSFOrMer

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OOaT OUTSIDe aIr TeMPeraTUre


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OD OUTleT DIaMeTerOgV OUTleT gUIDe VaneOSg OVerSPeeD gOVernOrOVBD OVerBOarDOVHT OVerHeaT PPb BYPaSS PreSSUrePc regUlaTeD SerVO PreSSUrePcr CaSe regUlaTeD PreSSUrePf HeaTeD SerVO PreSSUreP/T�� HP COMPreSSOr InleT TOTal aIr PreSSUre/TeMPeraTUreP/n ParT nUMBerP0 aMBIenT STaTIC PreSSUreP�� HP COMPreSSOr InleT TOTal aIr TeMPeraTUrePCU PreSSUre COnVerTer UnITPla POWer leVer anglePMC POWer ManageMenT COnTrOlPMUX PrOPUlSIOn MUlTIPleXerPPH POUnDS Per HOUrPrSOV PreSSUre regUlaTIng SerVO ValVePs PUMP SUPPlY PreSSUrePS�� Fan InleT STaTIC aIr PreSSUrePS�� Fan OUTleT STaTIC aIr PreSSUrePS�HP COMPreSSOr DISCHarge STaTIC aIr PreSSUre (CDP)PSI POUnDS Per SQUare InCHPSIa POUnDS Per SQUare InCH aBSOlUTe

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QQaD QUICK aTTaCH DeTaCHQeC QUICK engIne CHangeQTY QUanTITYQWr QUICK WInDMIll relIgHT

Rr/H rIgHT HanDraC/SB rOTOr aCTIVe ClearanCe/STarT BleeDraCC rOTOr aCTIVe ClearanCe COnTrOlraM ranDOM aCCeSS MeMOrYrCC reMOTe CHarge COnVerTerrDS raDIal DrIVe SHaFTrPM reVOlUTIOnS Per MInUTerTD reSISTIVe THerMal DeVICerTO reFUSeD TaKe OFFrTV rOOM TeMPeraTUre VUlCanIZIng (MaTerIal)rVDT rOTarY VarIaBle DIFFerenTIal





TranSFOrMer

SS/n SerIal nUMBerS/r SerVICe reQUeSTS/V SHOP VISITSaC SIngle annUlar COMBUSTOrSar SMarT aCMS reCOrDerSaV STarTer aIr ValVeSB SerVICe BUlleTInSCU SIgnal COnDITIOnIng UnITSDaC SYSTeM DaTa aCQUISITIOn COnCenTraTOrSDI SOUrCe/DeSTInaTIOn IDenTIFIer (BITS) (CF arInC SPeC)SDU SOlenOID DrIVer UnITSer SerVICe eValUaTIOn reQUeSTSFC SPeCIFIC FUel COnSUMPTIOnSFCC SlaT FlaP COnTrOl COMPUTerSg SPeCIFIC graVITYSlS Sea leVel STanDarD (COnDITIOnS : ��.�� in.Hg / ��°F)SlSD Sea leVel STanDarD DaY (COnDITIOnS : ��.�� in.Hg / ��°F)SMM STaTUS MaTrIXSMP SOFTWare ManageMenT PlanSn SerIal nUMBerSneCMa SOCIeTe naTIOnale D’eTUDe eT De COnSTrUCTIOn De MOTeUrS D’aVIaTIOnSOl SOlenOIDSOV SHUT-OFF ValVe

STP STanDarD TeMPeraTUre anD PreSSUreSVr SHOP VISIT raTeSW SWITCH BOeIngSYS SYSTeM

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UUer UnSCHeDUleD engIne reMOValUTC UnIVerSal TIMe COnSTanT

VVaC VOlTage, alTernaTIng CUrrenTVBV VarIaBle BleeD ValVeVDC VOlTage, DIreCT CUrrenT

VDT VarIaBle DIFFerenTIal TranSFOrMerVIB VIBraTIOnVlV ValVeVrT VarIaBle reSISTanCe TranSDUCerVSV VarIaBle STaTOr Vane

WWDM WaTCHDOg MOnITOrWf WeIgHT OF FUel Or FUel FlOW WFM WeIgHT OF FUel MeTereD WOW WeIgHT On WHeelSWTaI WIng THerMal anTI-ICIng





IMPERIAl / METRIC CONVERSIONS

� mile = �,�0� km� ft = �0,�� cm� in. = ��,� mm� mil. = ��,� µ

� sq.in. = �,�� cm²

� USg = �,�� l (dm³)� cu.in. = ��.�� cm³

� lb. = 0.�� kg

� psi. = �.��0 kPa

°F = �.� x °C + ��

METRIC / IMPERIAl CONVERSIONS

� km = 0.�� mile� m = �.�� ft. or ��.�� in.� cm = 0.�� in.� mm = ��.�� mils.

� m² = �0.�� sq. ft.� cm² = 0.�� sq.in.

� m³ = ��.�� cu. ft.� dm³ = 0.�� USa gallon� cm³ = 0.0�� cu.in.

� kg = �.�0� lbs

� Pa = �.�� 0-� psi.� kPa = 0.�� psi� bar = ��.� psi

°C = ( °F - �� ) /�.�

TABlE OF CONTENTS

EFFECTIVITYAll CFM56-5A/-5B FOR A318-A319-A320-A321


CFM56-5A/-5B TRAININGMANUAL

COnTenTSnaCelle

Page ��May 0�




COnTenTSnaCelle

Page ��May 0�

seCTIoN PAGe seCTIoN PAGe

leXIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . �

TaBle OF COnTenTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ��

naCelle general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ��

POWerPlanT PreSenTaTIOn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ��

InleT SeCTIOn

engIne MOUnTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ��

aIr InleT COWl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ��

Fan COWl DOOrS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ��

THrUST reVerSer COWl OPenIng . . . . . . . . . . . . . . . . . . . . . . . . . . ��

engIne reMOVal/InSTallaTIOn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ��

eXHaUST SeCTIOn

THrUST reVerSer general . . . . . . . . . . . . . . . . . . . . . . . . . . ��

THrUST reVerSer MeCHanICal STrUCTUre . . . . . . . . . . . ��

THrUST reVerSer COnTrOl SYSTeM . . . . . . . . . . . . . . . . . . ��

eXHaUST SYSTeM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ��

naCelle SYSTeMS

engIne HYDraUlIC SYSTeM . . . . . . . . . . . . . . . . . . . . . . . . . . ��

engIne BleeD aIr SYSTeM . . . . . . . . . . . . . . . . . . . . . . . . . . . ��

DrIVe generaTOr . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ��

engIne FIre PrOTeCTIOn anD DeTeCTIOn SYSTeMS . . . . ��

POWerPlanT DraInS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ��




naCellegeneral

NACEllE

Page ��May 0�

NACEllE GENERAl



CFM56-5A/5B TRAININGMANUAL

naCellegeneral

NACEllE

Page ��May 0�

NACEllE GENERAl

The cowls enclose the periphery of the engine so as toform the engine nacelle, underneath the aircraft wings.

The nacelle is the aerodynamic structure around thebasic engine and has several purposes:

- To smooth the airflow around and into the engine, in order to decrease drag and give better engine performance.

- To prevent damage to the external surface of the engine.

- To give extra strength to the engine structure.- To make connections for air, fluids and electricity.- To enable access to the engine, or direct access to

some engine equipment.




naCellegeneral

NACEllE

Page ��May 0�

NACEllE PURPOSESCTC-��-00�-0�

AERODYNAMICS ENGINEPROTECTION

RIGIDITY ACCESSCONNECTIONS




naCellegeneral

NACEllE

Page �0May 0�

NACEllE GENERAl

The nacelle is made up of different major sections along the engine and includes:

- The air inlet cowl.- The fan cowl doors.- The thrust reverser.- The exhaust system.




naCellegeneral

NACEllE

Page ��May 0�

NACEllE SECTIONSCTC-��-00�-0�

AIR INlETCOWl

FANCOWl

ThRUSTREVERSER

ExhAUSTSYSTEM





naCellegeneral

NACEllE

Page ��May 0�




POWerPlanTPreSenTaTIOn

NACEllE

Page ��May 0�

POWERPlANT PRESENTATION





NACEllE

Page ��May 0�

POWERPlANT - ENGINE hAZARDS

engine run-ups must be carried out in approved areas. ramp must be clean to prevent ingestion. aircraft inner tanks must contain �000 kg of fuel.

Personnel must be aware of the dangerous areas.

CaUTIOn:Perform a FOD walk in front of and around engine ingestion area prior to engine start.

Hazards around an engine in operation are:- Inlet suction.- exhaust heat.- exhaust velocity.- engine noise.

Inlet suction.

engine inlet suction can pull people and large objects into the engine. at idle power, the inlet hazard area is a �.� ft (�.� m) radius around the inlet. at take-off power, the inlet hazard aera is a ��.� ft (�.� m) radius around the inlet.

WarnIng:If the wind is over �� knots, increase the inlet hazard area by �0 percent.

Exhaust heat.

The engine exhaust is very hot over long distances behind the engine. This can cause damage to personnel and equipment.

Exhaust velocity.

exhaust velocity is very high over long distances behind the engine. This can cause damage to personnel and equipment.

Engine entry/exit corridor.

engine entry corridors are between the inlet hazard areas and the exhaust hazard areas. You can go near an engine in operation only when:

- engine is at minimum idle.- Communication with ground personnel and flight

deck is mandatory.- Operation with fan cowls open is allowed, the

maximum engine speed in this case is minimum idle.

For additional safety, wear a safety harness when the engine is in operation.Carry out safety procedures while the engines are running.





NACEllE

Page ��May 0�

POWERPlANT - ENGINE hAZARDS AREAS CTC-��-0��-0�

hEAT AND ExhAUST VElOCITY

hAZARD AREAS

72 FT (22 M)

TO 199 FT (61 M)

TO 1235 FT (376 M)

MINIMUM IDlE TAKE-OFF ThRUST

INlET hAZARD AREA

192 FT (59 M)

21.7 FT (6.6 M) 7.2 FT (2.2 M)

ENTRY/ExIT CORRIDOR AT MINIMUM IDlE

ONlY

ENTRY/ExIT CORRIDOR

45°

INlET hAZARD AREA

3.4 FT (1.0 M)

SAFETY PRECAUTIONS

- RUN-UP PARKING MUST BE APPROVED.- PERFORM VISUAl INSPECTION BEFORE ENGINE START.- AIRCRAFT INNER TANKS MUST CONTAIN 3000 KG OF FUEl.- ENSURE COMMUNICATION BETWEEN GROUND PERSONNEl AND FlIGhT DECK.





NACEllE

Page ��May 0�

POWERPlANT - ENGINE hAZARDS (CONTINUED)

Engine noise.

engine noise can cause temporary and/or permanent loss of hearing.

The following charts provide information about distance to engine with ear protection.

nOTe: The charts provide information about ear damage even when wearing ear protection.





NACEllE

Page ��May 0�

POWERPlANT - ACOUSTICAl hAZARD AREASCTC-��-00�-0�

lEGEND

NO EAR PROTECTION REQUIRED

EAR PROTECTION REQUIRED

hAZARDOUS AREA WITh EARPROTECTION

3 6 15 30 60 150 300 600 1500 3000 MINUTES

MINUTES

RA

DIA

l D

ISTA

NC

E F

RO

M E

NG

INE

IN M

ET

ER

S

3 6 15 30 60 150 300 600 1500 3000

x

Y

x

Y

x

Y

ExPOSURE TIME/WEEK

ExPOSURE TIME/WEEK

TAKE OFF

MINIMUM IDlESEA lEVEl STATIC, ISA +10°C, 70% RElATIVE hUMIDITY

CFM56-5A

03 6 15 30 60 150 300 600 1500 3000 MINUTES

MINUTES

RA

DIA

l D

ISTA

NC

E F

RO

M E

NG

INE

IN M

ET

ER

S

100

200

300

400

500

600

0

100

200

300

400

500

600

03 6 15 30 60 150 300 600 1500 3000

20

40

60

80

100

120

0

20

40

60

80

100

120

Y

x

Y

x

ExPOSURE TIME/WEEK

ExPOSURE TIME/WEEK

TAKE OFF

MINIMUM IDlESEA lEVEl STATIC, ISA +10°C, 70% RElATIVE hUMIDITY

CFM56-5B

PROlONGED ExPOSURE EVENWITh EAR PROTECTION MAY CAUSE

DAMAGE WIThIN ThIS AREA

EAR PROTECTION IS REQUIREDWIThIN ThIS AREA





NACEllE

Page ��May 0�


The engine is attached to the pylon by mounts, located forward and aft of the core section.

Cowls enclose the periphery of the engine so as to form the nacelle, which is aerodynamic structure around the engine.

The cowling assembly consists of:-The air inlet cowl.-The fan cowls.-The thrust reverser cowls.-The primary exhaust (primary nozzle and

centerbody).





NACEllE

Page ��May 0�

POWERPlANT - PRESENTATIONCTC-��-00�-0�

PYlON

WING

AFT MOUNT

AFTMOUNT

CENTERBODY

FWDMOUNT

RIGhTFAN COWl

DOOR

AIR INlETCOWl

ENGINEBUIlT

UNIT

RIGhTThRUST REVERSER

‘C’ DUCT

FWDMOUNT

ThRUSTREVERSERPIVOTINGDOORS

PRIMARYNOZZlE

lEFTThRUSTREVERSER‘C’ DUCT

lEFTFAN COWlDOOR





NACEllE

Page �0May 0�


For quick servicing, the nacelle cowling is equipped with various access doors and holes. also, various inlets and outlets allow cooling and venting of the inlet and fan compartments.

(-5B):Nacelle left side.

The nacelle left side features the following items:- an access door for servicing of the oil tank and

inspection of the Master Chip detector (MCD) electrical indicator.

- Thrust reverser actuators access doors.- Deploy switches access door.- Fan compartment lower and upper ventilation inlets.

(-5B):Nacelle right side.

The nacelle right side features the following items:- an eCU ram air inlet.- Thrust reverser actuators access doors.- Deploy switches access door.- a starter valve access door.- an interphone jack.- an anti-ice air discharge.- a pressure relief door.- an anti-ice and IDg access door.





NACEllE

Page ��May 0�

NACEllE - EQUIPMENT ACCESS POINTS (CFM56-5B)CTC-��-00�-00

ACTUATOR CONNECTIONACCESS PANEl (x4)

DEPlOY SWITChACCESS DOOR (x2)

INTERPhONEJACK

ECU COOlINGINlET

ANTI-ICEAIR DISChARGE

ANTI-ICE AND IDGACCESS DOOR

OIl TANKACCESS DOOR

AIR OUTlET PRESSURE RElIEFDOOR

FAN COMPARTMENTUPPER VENTIlATION

INlET


INlET

FAN COMPARTMENTlOWER VENTIlATION

INlET

STARTER VAlVEACCESS DOOR





NACEllE

Page ��May 0�


(-5A):Nacelle left side.

The nacelle left side features the following items:- an oil access door.- a fan compartment cooling air inlet.- a fan compartment air outlet.- actuator connection access panels.- a deploy switch access door.

(-5A):Nacelle right side.

The nacelle right side features the following items:- actuator connection access panels.- a deploy switch access door.- a starter valve access door.- a fan compartment air outlet.- an interphone jack.- an eCU cooling inlet.- an anti-ice and eCU cooling outlet.





NACEllE

Page ��May 0�

NACEllE - EQUIPMENT ACCESS POINTS (CFM56-5A)CTC-��-0�0-0�

INTERPhONEJACK

FAN COMPARTMENTAIR OUTlET

ANTI-ICE AND ECUCOOlING OUTlET

ECU COOlINGINlET

FAN COMPARTMENTAIR OUTlET

COOlING AIR INlET

OIl TANKACCESS DOOR


PRESSURE RElIEFDOOR

ACTUATOR CONNECTIONACCESS PANEl (x4)

DEPlOY SWITChACCESS DOOR (x2)






NACEllE

Page ��May 0�




InleT SeCTIOnNACEllE

Page ��May 0�

INlET SECTION





InleT SeCTIOnNACEllE

Page ��May 0�




engIneMOUnTS

NACEllE

Page ��May 0�

ENGINE MOUNTS




engIneMOUnTS

NACEllE

Page ��May 0�

ENGINE MOUNTS

The engine is connected to the strut by two mounts:- The forward mount.- The aft mount.

Both mounts are designed to:- Withstand all the loads acting upon the nacelle.- Transmit these loads to the strut structure.




engIneMOUnTS

NACEllE

Page ��May 0�

ENGINE MOUNTSCTC-��-0��-0�

FWD

AFT MOUNT

VIEW B

BA

FWD

VIEW A

FORWARD MOUNT




engIneMOUnTS

NACEllE

Page �0May 0�

ENGINE MOUNTS

Forward mount.

The forward mount carries the engine thrust, vertical and lateral loads.

It is made up of the following:- a two-piece support beam assembly.- a one-piece crossbeam.- Two thrust links.

It is attached to the engine fan frame with four bolts and two brackets at �� o’clock, and to the pylon forward structure by means of four tension bolts and two alignment pins.

The bearing fitted on the support beam assembly, carries lateral and vertical loads.

The assembly formed by the links, crossbeam and bracket, carries thrust loads.




engIneMOUnTS

NACEllE

Page ��May 0�

FORWARD MOUNTCTC-��-00�-0�

FWD

FWD

A

VIEW A

PYlON FWD PART

4 PYlONFASTENING

hOlES

AlIGNMENTPIN

ENGINE FANFRAME

CROSSBEAMASSEMBlY

2-PIECE SUPPORTBEAM ASSEMBlY

lINKASSEMBlY

ENGINEATTAChBRACKET

CFM56-5A

CFM56-5B




engIneMOUnTS

NACEllE

Page ��May 0�

ENGINE MOUNTS

Aft mount.

The aft mount connects the engine turbine frame to the pylon aft part.

It is designed to restrain engine movements in all directions, except forward and aft.

It is made up of the following:- Three fail-safe links that provide attachment to the

engine casing lugs.- a crossbeam with three lugs for attachment of the �

links.

The crossbeam attaches to the pylon by means of four tension bolts, and two alignment pins.




engIneMOUnTS

NACEllE

Page ��May 0�

AFT MOUNTCTC-��-00�-0�

FWD

A

VIEW A

lINK

CROSSBEAM

AlIGNMENTPIN

BOlT hOlE

PYlONAFT PART

TURBINE REARFRAME

lUGS





engIneMOUnTS

NACEllE

Page ��May 0�




aIr InleTCOWlNACEllE

Page ��May 0�

AIR INlET COWl





Page ��May 0�

AIR INlET COWl

The air inlet cowl provides a smooth airflow into the engine during all aircraft operational sequences, and also prevents ice formation at the front of the powerplant.

(-5B):It is located at the forward section of the nacelle, and its rear flange attaches to the engine fan case, by means of alignment pins at � and � o’clock, and bolts.

The air inlet cowl features:- an eCU ram air inlet scoop, which provides cooling

air to the eCU.- an interphone jack and electrical connector.- an anti-ice inlet duct.- an anti-ice air duct inside the nose lip, to prevent ice formation.- � ‘pip’ pins �0° apart for fan inlet cowl cover.- � hoist points for inlet cowl handling.

(All):The inner skin of the air inlet cowl is lined with acousticalpanels.

Its rear face provides connections for the anti-ice duct,the eCU cooling hose and interphone jack.





Page ��May 0�

AIR INlET COWl (CFM56-5B)CTC-��-00�-0�

‘PIP’PINS (x6)

FWDBUlKhEAD

lIPASSEMBlY

ANTI-ICE DISChARGEVENT/ACCESS PANEl

ANTI-ICEExIT DUCT

hOISTPOINTS

INTERPhONE JACKAND ElECTRICAl

CONNECTOR

AlIGNMENTPIN

ANTI-ICEINlET DUCT

ECUCOOlING

INlET


INlET

INNER BARREl(WITh ACOUSTICAl PANElS)

OUTERBARREl

ANTI-ICEExIT DUCT

INlET COWlATTAChMENTRING TO FAN

CASE ANTI-ICEDUCT

BlOWOUTDOOR

ECUCOOlING INlET

FWD

FWD

NOSElIP





Page ��May 0�

AIR INlET COWl

(-5A):It is located at the forward section of the nacelle, and its rear flange attaches to the engine fan case, by means of alignment fittings and bolts.

The air inlet cowl features:- an eCU ram air inlet scoop and exhaust, provides

the eCU with air cooling.- an interphone jack and electrical connector.- an anti-ice inlet duct.- an anti-ice air duct inside the nose lip, to prevent ice formation.- an anti-ice air discharge vent/access door.- � ‘pip’ pins �0° apart for fan inlet cowl cover.- � hoist points for inlet cowl handling.





Page ��May 0�

AIR INlET COWl (CFM56-5A)CTC-��-0��-0�

OUTERBARREl

hOIST POINTS

NOSElIP

ANTI-ICEINlET DUCT

FWDBUlKhEAD

ANTI-ICE AIR DISChARGEVENT/ACCESS DOOR

FAN COWlAlIGNMENT

FITTING

AFTBUlKhEAD

ElECTRICAl CONNECTORAND INTERPhONE/GROUND

JACK

ANTI-ICEDUCT

INlET COWlATTAChMENT

RING TO FAN CASE

INlET COWlATTAChMENT

RING TO FAN CASE

ECU COOlINGAIR INlET

ECU COOlINGAIR ExIT DUCT

FWD

FWD

INNER BARREl(WITh ACOUSTICAl

PANElS)

‘PIP’PINS (x6)





Page �0May 0�

AIR INlET COWl

Anti-ice system.

The engine inlet cowl is provided with an anti-ice system,located on the right hand side at � o’clock (alF).

The system prevents ice accumulation on the inlet cowlleading edge to protect the engine from ice ingestion.

The anti-ice system is connected to the �th and �th stages of the High Pressure Compressor (HPC) andconsists of:

- an anti-ice air duct.- an anti-ice valve.- a command pressure line.- a swirl nozzle.

Hot bleed air is taken from the HPC �th stage anddirected through a tube to the anti-ice valve. It enters theanti-ice air duct and is supplied to the inlet cowl ‘D’ ductthrough a swirl nozzle.

The ‘D’ duct is formed by the nose lip and the forwardbulkhead of the inlet cowl.

The airflow is controlled by the anti-ice valve, which isoperated from the cockpit, through an On-OFF switch.

Command pressure for valve operation is taken from theHPC �th stage manifold.

an electrical connection between the anti-ice valve andthe aircraft provides the cockpit with valve positionindication.

The anti-icing air is exhausted through a dedicated exitduct, connected to the forward bulkhead and the outerbarrel.





Page ��May 0�

ANTI-ICE SYSTEMCTC-��-0��-0�

25VU

ANTI-ICE VAlVE

SWIRlNOZZlE

ANTI-ICEAIR DUCT

COMMANDPRESSURE lINE TO

ANTI-ICE VAlVE

hPC 5Th STAGEPORT

COMMAND

FEEDBACK

hPC 9ThSTAGE PORT

INlETCOWl

ExhAUST

ECAM DISPlAY

- ENG ANTI ICE ON

IF AT lEAST ONE OFThE TWO SYSTEMS ISSElECTED ON

A/C COMPUTERS





Page ��May 0�

AIR INlET COWl

Inlet cowl anti-ice valve.

The inlet anti-ice valve controls the flow of air to the engine inlet cowl.

The anti-ice valve is located on the right side of the engine fan case (at � o’clock).

The anti-ice valve is an electrically controlled and pneumatically operated butterfly valve. It is spring loaded to the closed position.

The inlet cowl anti-ice valve is composed of:- actuator.- electrical connector.- Control solenoid.- Manual override collar/ position indicator.- Flow body.- Pressure reducer.- Position indication switches.

The anti-ice valve has a manual override. You can manually lock the valve in the full open or full closed position with a ball detent locking pin if the valve fails.





Page ��May 0�

INlET COWl ANTI-ICE VAlVECTC-��-0��-00

A

B

VIEW B

VIEW A

lOCK

MANUAl OVERRIDEREMOVE STOWEDROTATE TODESIRED POSITIONINSTAll PIN INlOCKED POSITION

STOW

ClOP

FlOWDIRECTION

SERVO PORT

ACTUATOR

ElECTRICAlCONNECTOR

lOCK PIN OVERPRESSUREINDICATOR(according to version)

PRESSUREREDUCER

PIlOT VAlVESOlENOID

OUTlET PORT

INlET PORT

BUTTERFlYShUTOFF VAlVE





Page ��May 0�

AIR INlET COWl

Inlet cowl anti-icing system - Indicating.

The anti-ice panel gives the flight crew an interface with the wing and engine anti-icing systems. It has the circuitry for the control and indication of the cowl anti-icing systems.The panel is located on the ��VU forward overhead panel.

Inlet cowl anti-icing.

The anti-ice valve is controlled by a pushbutton switch which includes two indicating lights:

- On: blue.- FaUlT: amber.

When you press the pushbutton switch, the anti-ice solenoid is not energized, the valve opens, the On indicating light is on.

When you release the pushbutton switch, the anti-ice solenoid is energized, the valve closes, the On indicating light is off.

In case of discrepancy between the command and the position, the FaUlT indicating light is on.

The valve position switches give position data.The ClOSe position switch is in the closed position when the butterfly is below ��° from the closed position.

The OPen position switch is in the open position when the butterfly is below ��° from the open position.

Command pressure.

Below a minimum pressure (approximately �0 PSI), the valve remains closed or closes if commanded open.

Display.

The eng anTI ICe On indication is displayed in green on the MeMO page of the lower eCaM display if at least one of the two systems is on.

The FaUlT indicating light is accompanied by:- activation of the single chime.- Flashing of the MaSTer CaUT light.- Warning display on the lower part of the upper

eCaM display.





Page ��May 0�

INlET COWl ANTI-ICING SYSTEM - INDICATINGCTC-��-0��-0�

25VU

ECAM DISPlAY

‘ON’ INDICATINGBlUE lIGhT

OFF

ON

PUShBUTTONSWITCh

RElEASED

PRESSED

VAlVE POSITIONINDICATION

ClOSE

OPEN

FAUlT INDICATING IllUMINATED (AMBER)

‘ON’ INDICATING

OFF- ENG ANTI ICE ON

VAlVE POSITION

NOT ClOSED

ON NOT OPEN

IF AT lEAST ONE OFThE TWO SYSTEMS ISSElECTED ON






Page ��May 0�




Fan COWlDOOrS

NACEllE

Page ��May 0�

FAN COWl DOORS




Fan COWlDOOrS

NACEllE

Page ��May 0�

FAN COWl DOORS

There are two fan cowl doors for each engine. each door attaches to the strut with three hinges.

each fan cowl door has two hold-open rods.

There are two open positions for the fan cowl doors:- �0-degree position for routine maintenance.- ��-degree position for increased access.

Engine Run-up.

an engine run-up at minimum idle is possible with the fan cowls open and safely tied by the hold-open rods.




Fan COWlDOOrS

NACEllE

Page ��May 0�

FAN COWl DOORSCTC-��-0��-0�

A

hINGES(x3)

hOISTPOINTS

COMPARTMENTCOOlING ExIT

PYlONSEAlS

hOISTPOINTS


FAN COWlDOOR (Rh)

COMPARTMENTCOOlING ExITVENT

PRESSURERElIEF DOOR

STRAKE

FWD

FWDhOlD OPENRODS

(STOWED)

FAN COWlDOOR (lh)

COMPARTMENTCOOlING ExIT

OIl TANKACCESS DOOR

ADJUSTABlElATChES ADJUSTABlE

EYEBOlT

AlIGNMENTFITTINGS

INBOARDFAN COWl

OUTBOARDFAN COWl

55° 52.5°42° 40°

COOlINGINlET

CFM56-5B CFM56-5A




Fan COWlDOOrS

NACEllE

Page �0May 0�

FAN COWl DOORS

Fan Cowl Door latches.

Three latches secure the left and right fan cowls together. all latches are along the bottom of the fan cowls.The latches must be closed in the following sequence:

- Front latch.- Center latch.- rear latch.

nOTe:There is no specific sequence for the opening of the fan cowls.

Fan cowl door latch adjustment.

latch adjustments are necessary to get the correct clearance at the mating line of the fan cowl door to get the correct latch tension.

The latch adjustment has to be set after the removal or replacement of:

- The fan cowl doors.- The latch or the latch keepers on the fan cowl doors.- The inlet cowl, the thrust reverser or the engine.

Fan Cowl hold-Open Rods.

each hold-open rod is telescopic. One end of each hold-open rod attaches to the fan cowl. When the cowl is closed, the other end attaches to a receiver on the fan cowl. When the cowl is open, the other end attaches to a receiver on the engine.

each hold-open rod has a collar that locks the hold-open rod in place. a yellow lock indication shows when the hold-open rod is in the locked position.

Fan Cowl Door hinges.

each fan cowl door hinge has these components:- Fan cowl clevis.- Quick release pin.- Strut lug.

each fan cowl clevis is on the fan cowl. all strut lugs are on the strut. The quick release pins make it easy to remove a fan cowl.

Engine Run-up.

an engine run-up at minimum idle is possible with the fan cowls open and safely tied by the hold-open rods.




Fan COWlDOOrS

NACEllE

Page ��May 0�

lATChES - hOlD-OPEN RODS - hINGESCTC-��-0��-0�

FAN COWlDOOR

PYlON

FANCASE

hINGE(TYPICAl3 PlACES)

COllAR

lATCh hOUSINGASSEMBlY(TYPICAl 3 PlACES)hOlD-OPEN

ROD (x2)

RETENTIONBRACKET

lh FANCOWl DOOR

Rh FANCOWl DOOR

BRACKET ASSEMBlY(TYPICAl 3 PlACES)

lATChES ClOSING SEQUENCE:- FRONT- CENTER- REAR





Fan COWlDOOrS

NACEllE

Page ��May 0�




T/r COWlOPenIng

NACEllE

Page ��May 0�

ThRUST REVERSER COWl OPENING




T/r COWlOPenIng

NACEllE

Page ��May 0�


Thrust reverser half door latches.

The half door latches hold the T/r halves together.

They must be released to open the T/r cowls.

There are four adjustable latches by engine. all latches are interchangeable.

all half door latches are at the bottom of the T/r halves. The latch handles and mechanisms are on the right T/r half. The latch stirrups and centering pins are on the left T/r half.

T/R latch adjustment.

latch adjustment has to be made after the removal or replacement of:

- The latch or the latch keepers on T/r halves.- The T/r halves.- The engine.

T/R doors opening and closing.

There is no specific sequence for releasing the latches to open the T/r doors.

For the closing, the four latches must be closed from forward to aft.




T/r COWlOPenIng

NACEllE

Page ��May 0�

T/R COWlS TENSION lATChESCTC-��-0��-0�

lEFT hAlFDOOR

BUShING(6 PlACES)

hOOK

lATChhANDlE

SNAP

SNAP DISENGAGED

lATCh2

lATCh3

lATCh4

STIRRUP

RIGhT hAlFDOOR

lOCKWAShER

lATCh hANDlEPUllED DOWN

lATCh hOOKENGAGED

lATCh hOOK DISENGAGEDFROM OPPOSITE REVERSERATTAChMENT POINT

lATCh1

A

lOCATING PIN(6 PlACES)

lATCh TENSIONNUT

RIGhT hAlFDOOR

FWD

lATChES ClOSING SEQUENCE: FROM FRONT TO REAR




T/r COWlOPenIng

NACEllE

Page ��May 0�


Opening actuators.

Three hinges attach each T/r half to the strut.T/r opening actuators are used to open the T/r cowls. each engine has two actuators. each actuator opens its cowl to ��° or ��° from the closed position.

The two hydraulic actuators are located between the pylon and the two half reversers.

each half reverser is actuated by a single-acting hydraulic actuator. They are fluid-supplied by a hand pump connected to the connection box on the lower section of the forward frame.

The input power is transmitted from the pump through hard line tubes and a hose to the hydraulic actuator.

You must open the fan cowls to get access to the hydraulic connections for hand pump use.

Fluid from the hand pump causes the actuator rod to extend and open the cowl.

a door hold-open rod, located on the engine-mounted adapter ring assembly, is to be used with the door opening actuator.

The thrust reverser half doors can be opened to a ��-degree position for engine removal. a placard at the door opening actuator connection point warns that the wing leading edge slats must be in the retracted position when the thrust reverser half doors are opened.

The external thrust reverser half doors can be opened to �� degrees. The internal half door can be opened �� degrees with the leading edge slats extended.

The system retracts hydraulic actuators under thrust reverser weight action. The orifice of the hydraulic actuator chamber restricts the fluid flow, limiting the rate of retraction of the hydraulic actuator rod.

Fluid goes from the opening actuator back to the hand pump when you close the cowl.




T/r COWlOPenIng

NACEllE

Page ��May 0�

OPENING ACTUATORSCTC-��-0��-0�

QUICKDISCONNECTFITTING

hYDRAUlIChOSE

OPENINGACTUATORhINGES

hYDRAUlIChOSE

ThRUST REVERSERCOWl DOOR

OPENING ACTUATOR

hANDPUMP

hYDRAUlICJUNCTION

BOx

ThRUSTREVERSER

COWl DOOR

PYlON

FWD




T/r COWlOPenIng

NACEllE

Page ��May 0�


hold-open rods.

The two hold-open rods are installed on the adapter ringat the � and � o’clock positions.

When the cowls are closed, they are secured with a pinto an adapter ring bracket.




T/r COWlOPenIng

NACEllE

Page ��May 0�

hOlD-OPEN RODSCTC-��-0��-0�

UPPERBRACKET

hOlD-OPENROD IN 45°POSITION

QUICKRElEASE

PIN RED BOlTAND NUT

ATTAChMENTBRACKET

ADAPTER RINGASSEMBlY

QUICK RElEASEPIN

QUICK RElEASEPIN

hOlD-OPEN RODIN ClOSEDPOSITION

hOlD-OPEN RODIN 35° POSITION

lOWERBRACKET

FORWARDFRAME OFhAlF DOOR

FORWARDFRAME OF

hAlF DOOR

AB

PYlONPYlON

VIEW A VIEW B VIEW C

C

RED BOlTAND NUT

ThRUST REVERSER hAlFDOOR IN ClOSED POSITION

ThRUST REVERSER hAlFDOOR IN 35° POSITION

ThRUST REVERSER hAlFDOOR IN 45° POSITION

45°35°





T/r COWlOPenIng

NACEllE

Page �0May 0�




engIne reMOVal/InSTallaTIOn

NACEllE

Page ��May 0�

ENGINE REMOVAl/INSTAllATION





NACEllE

Page ��May 0�


General.

The engine can be removed from the airplane in the QeC configuration with the inlet cowl, exhaust sleeve and plug still attached.

Before removing the engine, complete the following steps:- Fully open the fan cowls and the thrust reverser

halves to the �� degree position and hold them in position with the hold-open braces.

- remove the engine/aircraft quick disconnect for fuel, air, electrical and hydraulic lines.

Fluid connections.

The engine hydraulic lines are connected to the fluid disconnect panel, on the left side of the pylon.

They consist of:-The hydraulic suction line, connected with a coupling

half, which is a self-sealing quick-disconnect fitting.-The pressure line and case drain line both connected

with regular ‘B nut fittings’.

The fuel distribution supply and return lines are also connected to the fluid disconnect panel.

Fan area electrical and pneumatic connections.

Many electrical connections are located in the upper fan area of the powerplant.

Connection points include:- The pylon electrical junction box.- The fan electrical feeder box.- The IDg feeder wires terminal block.- The hydraulic control unit.

(-5B):- The T/r junction box.

(-5A):- The T/r harness connectors.

(All):The starter upper air duct is connected to the pylon duct by means of a coupling.





NACEllE

Page ��May 0�

CONNECTIONSCTC-��-0��-0�

A

B VIEW B

VIEW A

FAN WIREhARNESSES

PYlON ElECTRICAlJUNCTION BOx

T/RCONNECTOR

COUPlINGhAlF

FlUIDDISCONNECTPANEl

T/R hYDRAUlICCONTROl UNIT(ON T/R COWl)

IDG WIRESTERMINAl

BlOCK

FANElECTRICAlFEEDER BOx

IDGCABlES

ThRUST REVERSERhARNESS

T/RCONNECTORS

STARTERDUCT

hYDRAUlICSUCTION lINE

PRESSUREDElIVERY lINE

CASEDRAIN lINE

FUElRETURN lINE

FUEl SUPPlY lINEASSEMBlY

T/R JUNCTIONBOx

CFM56-5A

CFM56-5A

CFM56-5B

CFM56-5B

FIlTER

CFM56-5A





NACEllE

Page ��May 0�


Core area electrical and pneumatic connections.

The pylon junction box has connections for:- The core regulating valves.- The fire detector loops.- The TrF vibration sensor.- The customer bleed valve.

The pneumatic system interface duct is connected to the pylon duct by means of a coupling.

electrical connections in the core area are made at the pylon junction box.





NACEllE

Page ��May 0�

CORE AREA CONNECTIONSCTC-��-0��-00

BA PYlON JUNCTION

BOx

PYlON

SENSETUBES

CONNECTORS

INTERFACETUBE

PYlONDUCT

COUPlING

VIEW A

VIEW B

FWD

FWD





NACEllE

Page ��May 0�


Removal/Installation.

For engine removal, the engine cradle is lifted to the engine with the bootstrap system and attached to the engine handling points.

Then, the nuts holding the engine to the pylon are removed and the engine cradle is lowered onto the trailer.

For engine installation, the engine cradle is lifted with the engine and tension is applied using the hoist system.

Then the nuts attaching the engine to the pylon are installed and tightened to the specified value.

Finally, the tooling is removed from the engine and pylon.

Tools.

engine removal/installation is accomplished using the following tools:

- a bootstrap hoisting system.- an engine transportation stand.

The bootstrap hoisting system includes a forward and an aft arm with lever hoists, dynamometers and engine attach brackets as integral components.

The purpose of the engine transportation stand or dolly is to support the engine during transportation to airport apron and shop.





NACEllE

Page ��May 0�

TOOlSCTC-��-0��-0�

VIEW AVIEW B

VIEW C

AFT BOOTSTRAPSYSTEM

ENGINE TRANSPORTATIONSTAND

FORWARD BOOTSTRAPSYSTEM

A

C

B





NACEllE

Page ��May 0�


Forward bootstrap system.

The forward bootstrap system is attached to the pyramid of the aircraft pylon.

It consists of:- � forward hinge arms.- an inboard dynamometer.- an outboard dynamometer.- � chain hoists.- attachment pins.

It supports the forward of the engine cradle.

Aft bootstrap system.

The aft bootstrap system is attached to the aircraft pylon at two points.

It consists of:- a center beam.- an inboard dynamometer.- an outboard dynamometer.- � chain hoists.- attachment pins.

It supports the aft of the engine cradle.





NACEllE

Page ��May 0�

FORWARD AND AFT BOOTSTRAP SYSTEMCTC-��-0�0-0�

VIEW A

FORWARD hINGEARMS

A

VIEW B

B

CENTERBEAM

DYNAMOMETER

DYNAMOMETER

lOCKPIN

ChAIN





NACEllE

Page �0May 0�


Engine transportation stand.

The purpose of the transportation stand is to support the engine during transportation.

The � fan attach points and the aft right-hand turbine attach point are required to support the engine.

The engine transportation stand consists of a cradle and a trailer. The trailer is a frame supported by four steerable wheels.

Built-in shock absorbing mounts cushion all transport movements. However, the maximum towing speed must not be exceeded.





NACEllE

Page ��May 0�

ENGINE TRANSPORTATION STANDCTC-��-0��-0�

VIEW C

C

TOW BAR

CRADlE

TRAIlER






NACEllE

Page ��May 0�




eXHaUST SeCTIOnNACEllE

Page ��May 0�

ExhAUST SECTION





eXHaUST SeCTIOnNACEllE

Page ��May 0�




THrUST reVerSergeneral

NACEllE

Page ��May 0�

ThRUST REVERSER GENERAl





NACEllE

Page ��May 0�

ThRUST REVERSER - GENERAl

The Thrust reverser (T/r) system provides additional aerodynamic braking during aircraft landing.

This braking effect reduces the aircraft stopping distance.

It can only be operated on ground from idle speed to max reverse. T/r control is achieved through the throtlle lever.

The fan thrust reverser is part of the exhaust system and is located just downstream of the fan frame. It consists of � hydraulically actuated blocker doors opening on cockpit order.

In direct thrust configuration, during flight, the cowlings mask the blocker doors, thus providing fan flow ducting.

In reverser thrust configuration, after landing, the blocker doors are deployed in order to obstruct the fan duct. The fan flow is then rejected laterally with a forward velocity.

a hydraulically actuated cowl opening system allows each thrust reverser cowl to be opened independently for maintenance operations.




Page ��May 0�


NACEllE

ThRUST REVERSER POSITIONSCTC-��-0��-0�

SECONDARY AIRFlOW (BYPASS AIR)

PRIMARY AIRFlOWVENTING AIRFlOW

CORE ENGINEThRUST

FAN ThRUST

FAN REVERSEThRUST

STOWED POSITION DEPlOYED POSITIONAIR INlETAIR INlET

CORE ENGINEThRUST


NACEllE





Page ��May 0�




T/r MeCHanICalSTrUCTUre

NACEllE

Page ��May 0�

ThRUST REVERSER MEChANICAl STRUCTURE





NACEllE

Page �0May 0�


The thrust reverser is made of two halves. It has the following components:

- � pivoting doors per half.- � actuator per pivoting door.- Deploy switch connector.- Stow switch.- Door opening actuator.- � hinge clevisses per half.- Half door latches.- Hydraulic control unit.- Hydraulic pipes.- Hydraulic junction box.- electrical junction box.- Inner and outer cowl.





NACEllE

Page ��May 0�

ThRUST REVERSER MEChANICAl STRUCTURECTC-��-0��-0�

ElECTRICAl JUNCTIONBOx

DOOR OPENINGACTUATOR

INNERCOWl

OUTERCOWl

PIVOTINGDOORS(DEPlOYED)

PIVOTINGDOORACTUATOR

DEPlOY SWITChCONNECTOR

hAlF DOORlATChES

hYDRAUlICJUNCTION BOx

STOWSWITCh

hYDRAUlIC PIPES

hYDRAUlIC CONTROlUNIT

hINGE ClEVISSES (x3)





NACEllE

Page ��May 0�


T/R cowls.

The C-ducts consist of:- The outer cowl, which, in the stowed position,

encloses the pivoting doors.- Three hinges which attach the cowl to the pylon.- Two hoist points (not shown) on each outer cowl for

removal/installation maintenance operations.- Four tension hook latches, to keep the cowls closed.- Two opening actuator fittings.- a ramp fairing, to smooth the airflow passing from

the engine to the thrust reverser.- The inner cowl, which smooths the secondary airflow

inner passageway and provides air to the core engine.

- an air inlet scoop, at �� o’clock, to duct air to the precooler.

- an lPTCC inlet scoop at the front of the r/H inner cowl, to duct secondary flow bleed air for lPT cooling and clearance control.

- Inlet holes, in the front section of the cowl, to duct air to the core engine internal cavity.

The inner and outer cowls have a honeycomb structurewith sound suppressing surfaces.

Fire protection.

The fire protection includes fire seals and thermal blankets.

Fire seals.

The fire seals keep any engine fire in the turbine case area away from:

- T/r components.- engine fan.- Components in the engine fan case area.- engine strut.

all fire seals are along the upper and forward edges of the T/r cowls.

Thermal blankets.

(-5B):The inner barrel of the thrust reversers is treated for thermal / fire protection. The inner (engine side) surface of the inner barrel is protected by a heat shield blanket.

(-5A):The inner (engine side) surface of the inner barrel is treated for thermal/fire protection. The aft section of the inner barrel is protected with thermal blanket covered with a titanium sheet.





NACEllE

Page ��May 0�

ThRUST REVERSER COWlSCTC-��-0��-0�

OPENING ACTUATORFITTING

UPPER FIRE SEAl(ON ThE PYlON)

OUTERCOWl

PIVOTINGDOORSSTOWED

RAMPFAIRING

lPTCCSCOOP

INNERCOWl

INlEThOlE

AIR INlETSCOOP

hINGES(x3)

INlEThOlE

DOOR lATChES(x4)

hEAT ShIElDBlANKET

FIREShIElD

lOWER FIRESEAl

FIRESEAl

FORWARDFIRE SEAl

CFM56-5A

CFM56-5B





NACEllE

Page ��May 0�


Pivoting doors.

There are two pivoting doors on each thrust reverser half door.

They are installed on pins that make them pivot when hydraulic pressure is applied.

They are operated by four individual hydraulic actuators, which move them independently to the deployed or stowed position during thrust reverser operation.

each pivoting door is locked on the forward frame with a primary lock, which keeps it in the stowed position.

When the four doors have reached the fully deployed position, the fan air is blocked and redirected forward.

The doors feature kicker plates which provide sealing in the stowed position, and prevent reverse thrust re-injection in the deployed position.





NACEllE

Page ��May 0�

PIVOTING DOORSCTC-��-0��-00

PRIMARY lOCKWITh ThERMAl BlANKET

PIVOTING DOORS

ACTUATOR

PRIMARYlOCK

STOW SWITChCONNECTOR

hYDRAUlICACTUATOR

KICKERPlATE






NACEllE

Page ��May 0�




T/r COnTrOlSYSTeM

NACEllE

Page ��May 0�

ThRUST REVERSER CONTROl SYSTEM




T/r COnTrOlSYSTeM

NACEllE

Page ��May 0�


Component location.

The thrust reverser control system controls hydraulic and electrical power to the thrust reverser for stow and deploy operations.

The control components are located in the following areas of the airplane:

- The throttle quadrant.- The engine.- The T/r halves.- The pylon.




T/r COnTrOlSYSTeM

NACEllE

Page ��May 0�

T/R CONTROl SYSTEM - COMPONENTS lOCATIONCTC-��-0��-0�

VIEW A A

ThROTTlE QUADRANT:- CONTROl lEVER- REVERSER lATChING lEVER PYlON:

- ShUT-OFF VAlVE- hYDRAUlIC FIlTER

ThRUST REVERSER hAlVES:- ElECTRICAl, hYDRAUlICAl AND MEChANICAl COMPONENTS

ENGINE:- ElECTRONIC CONTROl UNIT




T/r COnTrOlSYSTeM

NACEllE

Page �00May 0�


The thrust reverser system includes:- an electrical system.- a hydraulic system.

Electrical system.

The electrical system includes:- The two thrust reverser latching levers.- Two pivoting door dual deploy switches and four

pivoting door stow switches, which allow different thrust reverser processes during stow and deploy sequences.

- an electrical wiring harness.

hydraulic system.

The hydraulic system includes:- a shut-off valve, which isolates the reverser

hydraulic system from the aircraft hydraulics.- a hydraulic filter, used to filter fluid from the aircraft

hydraulic system.- a hydraulic control unit, which manages and

operates the actuating and latching systems.- Four hydraulic actuators, which independently

operate the pivoting doors.- Four hydraulic pivoting door latches, to lock the

pivoting doors in the stow position.




T/r COnTrOlSYSTeM

NACEllE

Page �0�May 0�

ElECTRICAl AND hYDRAUlIC SYSTEMCTC-��-0��-0�

lGCIUEIU

SEC-1

SEC-2

SEC-3

STATIC RElAY-ThRUST REVlOCKING CTl

MAx.REVERSE

T.O GA

REV IDlE

IDlE

Ch. A

Ch. B

Cl

FlxT.O MCT

INDICATING

hYDRAUlIC SUPPlY

hYDRAUlIC RETURN

ECU

CONTROlUNIT-ThROTTlE

TRSOVRElAY

TRSOV

hCU

DIRECTIONAlVAlVE

SOlENOID

PRESSURIZINGVAlVE

SOlENOID

PRESSURESWITCh

SW-BlOCKERDOOR STOW.

lOWER, R

SW-BlOCKERDOOR

DEPlOY, R

SW-BlOCKERDOOR

DEPlOY, l


UPPER, R


UPPER, l


lOWER, l

lOWERBlOCKERDOOR, R

UPPERBlOCKERDOOR, R

UPPERBlOCKERDOOR, l

lOWERBlOCKERDOOR, l

ACTUATORS

lATChES




T/r COnTrOlSYSTeM

NACEllE



Thrust reverser indicating system.

The thrust reverser operating sequences are displayed in the cockpit on the lower eCaM display unit.

In deployment, an amber reV indication will come into view at the middle of the n� dial when at least one reverser door is unstowed or unlocked (stroke > � percent).

If this occurs in flight, reV will flash first for � sec, then it will remain steady.

This indication will change to green when the fan reverser doors are fully deployed and the reverse thrust can be applied.

In stowage, the indication changes to amber when at least one door is deployed less than �� percent.

The indication disappears when all the doors are stowed.




T/r COnTrOlSYSTeM

NACEllE


T/R INDICATINGCTC-��-0��-00

36.4REV

64 64

275 275

5 10

36.4REV

5 10

5 10 5 10

n�%

n�%

egTC

2000 2000Kg/H

F.F

FOB : 18000 KG

S FlAP F

FUll

1/ REV INDICATION DURING DEPlOY PhASE: REV DISPlAYED IN AMBER WhEN ThE ThROTTlE IS IN ThE REVERSE RANGE AND ThE BlOCKER DOORS ARE NOT 95% DEPlOYED. REV DISPlAYED IN GREEN WhEN ThE DOORS ARE FUllY DEPlOYED

2/ REV INDICATION DURING STOW OPERATION: REV DISPlAYED IN AMBER WhEN ThE DOORS ARE RESTOWED

REVERSEThRUST

INDICATION




T/r COnTrOlSYSTeM

NACEllE



The thrust reversers can be activated when the thrust lever is at idle stop and the aircraft is on ground with engines running.

releasing the reverser latching lever allows to pull the thrust lever from the stop position to the reverse idle position.

The thrust reverser is then controlled by the eCU, which commands the deployment of the pivoting doors.

after all doors are fully deployed, max reverse thrust can be applied.




T/r COnTrOlSYSTeM

NACEllE


T/R CONTROl lEVER POSITIONSCTC-��-0�0-00

r

0

F

a/THr

TO

ga

Cl

FlX

MCT

r

0

l

a/THr

TO

ga

Cl

FlX

MCT

��

�0

��

�0

��

�0

��

�0

�

0

re

V ID

leIDle

IDle

reVerSe

0

MaX

reV

T/R SYSTEMCOMMAND lOGIC

ECU

lATChINGlEVER

ThRUSTCONTROl

lEVERIDlE STOPPOSITION




T/r COnTrOlSYSTeM

NACEllE



Deploy switches.

The deployed position of the pivoting doors is sensed by two double deploy switches, one for the � r/H doors, and one for the � l/H doors.

They are located on the thrust reverser beams, two at � o’clock and two at � o’clock, and are accessible through access doors on each side of the thrust reverser outer cowl.

each of them monitors two pivoting doors.

They are contact switches, connected in series, and change signal when the monitored door has reached a near fully deployed position.

They are connected to the eCU via the electrical junction box.




T/r COnTrOlSYSTeM

NACEllE


PIVOTING DOOR DEPlOY SWITChESCTC-��-0��-0�

DOORPOSITIONlEVER 2

DEPlOYSWITCh

DEPlOY SWITChACCESS DOOR

ECUElECTRICAlCONNECTORElECTRICAl

hARNESS

A

DOORPOSITION

lEVER 1

VIEW A




T/r COnTrOlSYSTeM

NACEllE



Stow switches.

The stowed position of the pivoting doors is sensed by four single stow switches, one per door, located on the forward frame rear side, next to the door latches.

They are accessible once the fan cowls are opened and the doors deployed.

They are connected in parallel, and change signal when the monitored door has started to close.

The switches are connected to the eCU via the electrical junction box.




T/r COnTrOlSYSTeM

NACEllE


PIVOTING DOOR STOW SWITChESCTC-��-0��-0�

ECUElECTRICAlCONNECTOR

hYDRAUlICACTUATOR

PIVOTING DOORPOSITION lEVER

STOW SWITChCONNECTOR

STOW SWITCh




T/r COnTrOlSYSTeM

NACEllE

Page ��0May 0�


The thrust reverser system is hydraulically supplied by the corresponding hydraulic pump on the engine.

It is isolated from the hydraulic supply by a shut-off valve, which is connected to a hydraulic filter and a hydraulic control unit (HCU).

Shut-Off Valve.

The Shut-Off Valve (SOV) is located in the front section of the pylon, above the fan inlet case forward flange.

The fan cowl doors must be opened to access the SOV.

The SOV isolates the thrust reverser from system pressure.

When conditions are met, the throttle is in correct position, then the static relay generates an electrical signal to the T/r SOV enabling thrust reversers to be operated.

The SOV is hydraulically connected to the hydraulic filterand the HCU.

The SOV solenoid is electrically connected to the aircraft �� VaC power supply.




T/r COnTrOlSYSTeM

NACEllE

Page ��May 0�

ShUT-OFF VAlVE - TRSOVCTC-��-0��-0�

FWD

SUPPlYFROMSOV FIlTER

RETURNTO CASE DRAIN

ShUT-OFFVAlVE

ElECTRICAlCONNECTOR

CONTROlTO hCU

FROM A/CSTATIC RElAY

ThROTTlE POSITIONINPUTS

A




T/r COnTrOlSYSTeM

NACEllE

Page ��May 0�


hydraulic filter.

The Hydraulic Control Unit filter module is installed at thebottom of the pylon, in front of the HCU. Its purpose is toprevent unwanted matter from entering the thrust reverserhydraulic system.

It is accessible once the fan cowl doors are open.

a clogging indicator at the bottom of the filter bowl provides a visual indication of filter clogging.

To access and change the filter element, the bowl isturned counter-clockwise to remove it from the head.

When the filter bowl is removed, the O-ring and packingmust be replaced. Care must be taken not to damage thedifferential pressure indicator, or bowl, with metal toolswhen the packing is removed, or installed.

If the differential pressure indicator is replaced, the entirefilter assembly must be removed from the aircraft and acomplete acceptance test procedure carried out.




T/r COnTrOlSYSTeM

NACEllE

Page ��May 0�

T/R hYDRAUlIC FIlTERCTC-��-0��-0�

OUTlETPORT

INlETPORT

DIFFERENTIAlPRESSURE INDICATOR

FIlTER ElEMENT

O-RING

FIlTER hEAD

ShUTOFF DIAPhRAGM

PACKING

REMOVAl SPRING

FIlTER BOWl

UNIONTUBE

PACKING

WAShER

A




T/r COnTrOlSYSTeM

NACEllE

Page ��May 0�


hydraulic Control Unit.

The Hydraulic Control Unit (HCU) controls the flow of hydraulic fluid to the thrust reverser latches and pivoting door actuators during all thrust reverser operation phases.

Control and feedback signals are exchanged with the eCU.

The HCU is accessible once the thrust reverser cowlsand the fan cowls are opened.

It is installed on the right-hand forward frame of the thrust reverser structure, at � o’clock.

The HCU is equipped with a lever, which permits de-activation of the thrust reverser before maintenance operations.




T/r COnTrOlSYSTeM

NACEllE

Page ��May 0�

hYDRAUlIC CONTROl UNITCTC-��-0��-0�

POWERVAlVE

lOCK INPORT

DEACTIVATIONlEVER

lOCKOUT PIN

ClOGGINGINDICATOR

RIGhT hAlFDOOR

PURGE

hYDRAUlICCONTROl UNIT

VIEW AA




T/r COnTrOlSYSTeM

NACEllE

Page ��May 0�


Pivoting door latches.

The four pivoting door latches (one for each pivoting door) are installed on the C-ducts forward frame, between the door actuators and the stow switches.

They are accessible once the fan cowls are open.

They lock the doors in the stowed position.

each latch consists of a hook, a lever and a spring-loaded hydraulic actuator which operates the hook.

each latch is protected by a thermal blanket.

The latches are actuated in series : it is only after one latch is unlocked that pressure is applied to the next.

acting on the latch manual unlock nut is the first step tomanually release the pivoting doors for maintenance purposes.




T/r COnTrOlSYSTeM

NACEllE

Page ��May 0�

PIVOTING DOOR lATChESCTC-��-0��-0�

A

ROllER

PIVOTING DOORlATCh FITTING

PIVOTINGDOOR

lATChFITTINGROllER

hOOK

MANUAlUNlOCK NUT

hOOK

DOORlATCh

VIEW A

STOW SWITChPIVOTING

DOOR lATCh

hYDRAUlICACTUATOR

PRIMARY lOCKWITh ThERMAl BlANKET




T/r COnTrOlSYSTeM

NACEllE

Page ��May 0�


Pivoting door actuators.

Four hydraulic actuators provide the force necessary to deploy and stow the thrust reverser pivoting doors.

They are installed on the T/r forward frame by a ball-joint support.

The piston rod of the actuator is attached to the pivoting door structure by the rod end assembly.

acting on the actuator manual unlocking square after unlocking the latch, allows manual opening of a pivoting door during maintenance operations.

a safety sleeve is installed on the actuator to prevent door closing.




T/r COnTrOlSYSTeM

NACEllE

Page ��May 0�

hYDRAUlIC ACTUATORSCTC-��-0��-0�

ACTUATORROD

hYDRAUlICACTUATOR

BAll-JOINTASSEMBlYSUPPORT

MANUAlUNlOCKINGSQUARE

MAINTENANCESAFETY SlEEVE

ROD ENDASSEMBlY

MANUAlUNlOCKINGSQUARE

PIVOTINGDOOR

hYDRAUlICACTUATOR

FORWARDFRAME

CFM56-5A

CFM56-5B




T/r COnTrOlSYSTeM

NACEllE



Deploy mode sequence.

In the deploy mode, when the aircraft is on ground andreverse thrust is set from the flight compartment, the eIU and eCU send electrical signals to the Hydraulic Control Unit, if the deploying conditions are met.

The HCU sends hydraulic pressure to unlock eachpivoting door.

When all pivoting doors are unlocked, the hydraulicpressure is sent to the hydraulic actuators extend sideuntil they are fully deployed.

an unstow message is sent to the flight compartment.

When the four pivoting doors are deployed, the eCUreceives the signal ‘deployed doors’ and stops theelectrical signal to the HCU.




T/r COnTrOlSYSTeM

NACEllE

Page ��May 0�

DEPlOY SEQUENCECTC-��-0��-00

EIU

ECU hCU

ECU

ECU

ThROTTlElEVER

STOP hCUCOMMAND

PIVOTING DOORSUNlOCKING

AT lEAST ONEDOOR UNSTOWED

All 4 DOORSFUllY DEPlOYED

PIVOTING DOORSOPENING

STOW SWITChOPEN

PIVOTING DOORSFUllY DEPlOYED

4 DEPlOY SWITChESClOSED

REV IN GREEN

REV IN AMBER




T/r COnTrOlSYSTeM

NACEllE

Page ��May 0�


Stow mode sequence.

When the thrust reverser stow sequence is selected, theeIU and eCU send an electrical signal to the HCU.

The HCU sends hydraulic pressure to the hydraulicactuators retract side.

The hydraulic actuators are connected to the aircrafthydraulic return system.

When the pivoting doors are in their stowed position, theyactuate stow indication switches, which send the ‘stowed’signal to the flight compartment.

The eCU removes electrical power from the HCU with aclosure delay of one to two seconds, which enables thepivoting doors to lock.

a pressure switch transmits a ‘without pressure’ signal tothe eCU.




T/r COnTrOlSYSTeM

NACEllE

Page ��May 0�

STOW SEQUENCECTC-��-0��-00

EIU

ECU hCU

ECU

ECU

ThROTTlElEVER

STOP hCUCOMMAND

ACTUATOR STOWSIDE

AT lEAST ONE DOORNOT FUllY DEPlOYED

All 4 DOORSSTOWED AND lOCKED

PIVOTING DOORSSTOWING

DEPlOY SWITChOPEN

PIVOTING DOORSSTOWED

REV DISAPPEARS

REV IN AMBER

4 STOW SWITChESClOSED




T/r COnTrOlSYSTeM

NACEllE

Page ��May 0�


T/R inhibition.

For safety reasons during maintenance operations, it is necessary to make the thrust reverser unserviceable.

The T/r can be inhibited by removing the lockout pin from its stowage position, and moving the HCU deactivation lever forward, to the inhibition position.

This way, no hydraulic pressure is delivered to the pivoting door latches and actuators.

The lockout pin is then installed through the lever to lock it in the unserviceable position.

a warning notice is placed on the lever, telling persons not to remove the lockout pin.




T/r COnTrOlSYSTeM

NACEllE

Page ��May 0�

ThRUST REVERSER INhIBITIONCTC-��-0�0-0�

FWD

hCU

INhIBIT lEVER INOFF POSITION

WARNINGNOTICE

VIEW AA

lOCKOUTPIN STOWAGE

(IN OPERATING POSITION)

INhIBIT lEVER INOPERATIONAl POSITION

lOCKOUT PININSTAllED




T/r COnTrOlSYSTeM

NACEllE

Page ��May 0�


T/R deactivation.

The thrust reverser is deactivated if:- The HCU lever is moved to the inhibit position and

locked in place.- The lockout bolts provided to secure the pivoting

doors in the stowed position are installed.

The lockout bolts and red lockplates are installed on a storage bracket mounted on the forward face of the right-hand T/r cowl door.

The lockout fairings and screws are removed from thepivoting doors and installed on the storage bracket.

The lockout bolts and lockplates are then installed on thepivoting doors to attach them to the forward frame of thethrust reverser.




T/r COnTrOlSYSTeM

NACEllE

Page ��May 0�

ThRUST REVERSER DEACTIVATIONCTC-��-0��-0�

PIVOTINGDOOR

lOCKOUTBOlT

BOlT

STORAGEBRACKET

REDlOCKPlATE

lOCKOUTFAIRING

BOlT

lOCKOUTBOlT

REDlOCKPlATE

SCREW

FWD

INhIBIT POSITION

NORMAl OPERATION





T/r COnTrOlSYSTeM

NACEllE

Page ��May 0�




eXHaUSTSYSTeM

NACEllE

Page ��May 0�

ExhAUST SYSTEM




eXHaUSTSYSTeM

NACEllE


ExhAUST SYSTEM

The exhaust system supplies an exit for the turbine exhaust gases. The system increases the turbine exhaust gas velocity to increase engine thrust.

To control the direction of the exhaust gases, the system uses the following components:

- a primary nozzle.- a centerbody.

The primary nozzle and the centerbody are attached to the aft of the turbine rear frame.

They give:- an annular exhaust passage to the primary airflow.- a passage to bypass air.- a passage to vent air.

The engine exhaust passes between the inner surface of the primary nozzle and the outer surface of the centerbody.

engine bypass air passes over the outer surface of the primary nozzle.

The centerbody is open at the aft end to let the engine vent to atmosphere.




eXHaUSTSYSTeM

NACEllE

Page ��May 0�

ExhAUST SYSTEM GENERAl DESCRIPTIONCTC-��-0��-00

ExhAUSTSYSTEM

SECONDARY AIRFlOW (BYPASS AIR)

PRIMARY AIRFlOW

VENTING AIRFlOW

PRIMARY NOZZlEFOR ExhAUST

CENTERBODYFOR VENT AIR




eXHaUSTSYSTeM

NACEllE

Page ��May 0�

ExhAUST SYSTEM

Primary nozzle.

The primary nozzle directs the primary exhaust gas aft and regulates the gas flow.

It is fastened to the outer aft flange of the engine turbine rear frame (TrF).

The primary nozzle consists of:- a forward flange for attachment to the TrF aft flange.- Inner and outer skins made of conventional stiffened

sheet metal.- a forward bulkhead to link the two skins.- a spring seal, attached to the outer barrel, to

interface with the pylon.

Water drainage is provided by holes in both the inner and outer skins:

- One hole located at the lowest point of the inner skin.

- Five holes located aft of each outer skin stiffener.

(-5B):an enhanced acoustic performance chevron nozzle has been developed to comply with the aircraft noise level standard requirement. This nozzle is mostly installed on a��’s.




eXHaUSTSYSTeM

NACEllE

Page ��May 0�

PRIMARY NOZZlE DESIGNCTC-��-0��-0�

ExISTINGNOZZlE

VIEW A

ENhANCED ACOUSTICPERFORMANCEChEVRON NOZZlE

VIEW B

FWD

FORWARDBUlKhEAD

INNERSKIN

OUTERSKIN

ENGINEATTACh RING

PYlONSEAl

STIFFENERRINGS

A

B

CFM56-5B ONlY

CFM56-5A/-5B




eXHaUSTSYSTeM

NACEllE

Page ��May 0�

ExhAUST SYSTEM

Centerbody.

The centerbody is located at the aft section of the nacelle, installed in the center of the primary nozzle.

It is bolted to the inner aft flange of the engine turbine rear frame (TrF), and can be accessed after the primary nozzle has been removed.

The purpose of the centerbody outer surface is tocalibrate the exhaust areas, while smoothing the primaryexhaust gases.

The inner portion of the centerbody vents the enginesumps to atmosphere.

It features � internal stiffeners which ensure its rigidity, and behind each stiffener, � drain holes.




eXHaUSTSYSTeM

NACEllE

Page ��May 0�

CENTERBODY lOCATIONCTC-��-0��-0�

VIEW A

A

FWD

TRF INNERAFT FlANGE

INTERNAlSTIFFENER

(x3)

TRF OUTERAFT FlANGE





eXHaUSTSYSTeM

NACEllE

Page ��May 0�




naCelle SYSTeMSNACEllE

Page ��May 0�

NACEllE SYSTEMS





naCelle SYSTeMSNACEllE

Page ��May 0�




engIneHYDraUlIC SYSTeM

NACEllE

Page ��May 0�

ENGINE hYDRAUlIC SYSTEM





NACEllE



The aircraft has three main hydraulic systems. They are identified as the green, Blue and Yellow systems. Together they supply the main aircraft systems with hydraulic power.

The three systems are not hydraulically connected.

The three systems are each pressurized by one main pump. The green system pump is connected to the left engine and the Yellow system pump is connected to the right engine. The green and Yellow pumps supply hydraulic power when their related engine operates. The electric pump of the Blue system starts automatically when any one of the engines operates.

The three system main pumps are usually set to operate permanently. If necessary (because of a system fault, or for servicing), the pumps can be set to off from the flight compartment.

Two Power Transfer Units (PTU) enable power transfer between the green and yellow hydraulic systems if the pressure difference is more than �00 PSI (�,�� MPa). However, no hydraulic pressure is transferred but the PTU of the highest system restores pressure of the lower system.




Page ��May 0�


NACEllE

AIRCRAFT hYDRAUlIC SYSTEMSCTC-��-0�0-0�

PRIORITYVAlVE

PTU

PM

MP

PRIORITYVAlVE

GREENRESERVOIR

YEllOWRESERVOIR

REVERSEENG. 2

ENG.2

ENG.1

SS

BlUERESERVOIR

AIRCRAFT SYSTEMS

ElEC.PUMP

RAT

M

ElEC.PUMP

hANDPUMP

AIRCRAFTSYSTEMS

PP

AIRCRAFTSYSTEMS

REVERSEENG. 1

M

40VU 20VU





NACEllE

Page ��May 0�


The purposes of the engine hydraulic system are:- To pump hydraulic fluid from the reservoir to differentaircraft equipment and the engine thrust reverser.- To supply the dedicated aircraft hydraulic circuits

with clean pressurized hydraulic fluid.- To drain and clean hydraulic leakage from the

hydraulic pump and return it to the aircraft hydraulic reservoir.

- To indicate a low output pressure from the hydraulic pump, and a hydraulic filter clogged condition.

The engine hydraulic system is located around theengine fan case, on the left hand side, and consists of the following equipment:

- The engine driven hydraulic pump, installed on the forward flange of the accessory gearbox.

- The suction line.- The pressure line.- The case drain hydraulic filter, installed at � o’clock,

which filters the return flow of fluid.- The case drain line.- The low pressure indicating switch, installed at the

�.�0 o’clock position, which monitors the supplied pressure.

To access the engine hydraulic system equipment, theleft hand side fan cowl must be opened.

The engine hydraulic system lines are connected on the left side of the pylon, at the fluid disconnect panel.




Page ��May 0�


NACEllE

ENGINE hYDRAUlIC SYSTEM - hYDRAUlIC JUNCTION BOxCTC-��-0��-0�

hCU

SOV

TOACTUATORS

TO PRIMARYlOCKS

OPENShUT

CASE DRAIN lINE

hP lINE

SUCTION lINE

T/R RETURN lINE

COUPlINGhAlF

T/R ShUT-OFFVAlVE(OPTIONAl)

hYDRAUlICSUCTION hOSE

CASEDRAIN hOSE

PRESSUREDElIVERY hOSE

hYDRAUlICJUNCTION

BOx

FWDhYDRAUlIC

PUMP

CASE DRAINlINE

CASE DRAINhYDRAUlIC

FIlTER

lOW PRESSUREINDICATING

SWITCh

PRESSURE lINE

SUCTION lINE

COllECTOR

hYDRAUlICRESERVOIR

hYDRAUlIC FIREShUT OFF VAlVE

TO hYDRAUlICSYSTEMS

WING

PYlON





NACEllE

Page ��May 0�


Engine-driven pump.

The engine-driven pumps (eDP, one pump per engine) supply Yellow and green hydraulic systems with hydraulic pressure.

location.

The engine-driven pump (eDP) is attached to the accessory gearbox at the bottom of the engine. The attachment flange of the pump has keyhole slots for the installation of attachment bolts. The suction line connection has a quick-release self-sealing coupling.

Together, they make it possible to replace the pump quickly.

Physical description.

The pump is a variable-displacement type. The rotating assembly turns as long as the engine operates.

a solenoid valve (controlled from the flight compartment) makes it possible to change the operation of the pump so that it does not supply pressure to the system (depressurized mode). The eDP includes a blocking valve which isolates the pump from the hydraulic system when the pump operates in the depressurized mode.The pump then operates with zero flow.

The pump is connected to three lines:- Hydraulic fluid supply line.- Output pressure line- Case drain line.




Page ��May 0�


NACEllE

ENGINE-DRIVEN PUMP (ACCORDING TO VERSION)CTC-��-0��-0�

FWD

A

hYDRAUlIC PUMPDRIVE PAD

SOlENOID VAlVE

ElECTRICAl CONNECTION

SEAl DRAINCONNECTION

KEYhOlE SlOT

OUTPUT lINE

SUPPlY lINE

CASE DRAIN lINE

VIEW A

YEllOW AND GREENSYSTEMS ONlY





NACEllE

Page ��May 0�


Case drain filter module.

The case drain filter cleans the case drain fluid from the engine-driven pumps (eDP) before it goes back to the reservoir.

The eDP case drain filters are located on each engine, on the case drain line between the eDP and the hydraulic disconnect panel on the pylon.

Physical description.

The case drain filter is a non-bypass type with a �� micron, non-cleanable, cartridge type filter element.

The case drain filter has the following components:- a filter head which includes the hydraulic connector,

a clogging indicator and an anti-spill device.- a filter bowl.- a replaceable filter element.

The case drain lines are threaded-type fittings.

EDP.

If you operate the engine fire switch and if the eDP runs for five minutes, you must inspect the eDP case drain filter for pump damage and replace the filter.




Page ��May 0�


NACEllE

CASE DRAIN FIlTERCTC-��-0��-0�

OUTlETPORT

ANTI-SPIllDEVICE

FIlTERElEMENT

FIlTERElEMENT

FIlTERBOWl

FIlTERBOWl

INlETPORT

FIlTERhEAD

ClOGGINGINDICATOR

A

VIEW A

FWD


NACEllE





Page ��May 0�




engIneBleeD aIr SYSTeM

NACEllE

Page ��May 0�

ENGINE BlEED AIR SYSTEM





NACEllE



Pneumatic system.

The pneumatic system supplies with compressed air the airplane user systems.

The aircraft pneumatic system can be fed by engine � and/or �, the auxiliary Power Unit (aPU), and the pneumatic ground air connection.

The pneumatic manifold collects the compressed air from the sources and supplies it to the user systems.

The purpose of the manifold valves is to:- Control the flow of bleed air.- Isolate the manifold into left and right sides.- Control the flow of manifold air into the user

systems.

The airplane systems that use pneumatic power are:- engine start systems.- air conditioning and pressurization systems.- engine inlet cowl anti-ice systems.- Wing thermal anti-ice systems.- Water tank pressurization system.- Hydraulic reservoir pressurization system (lH

engine only).

Pneumatic system controls and indications are:- Monitoring computers.- Cockpit �0VU panel.- eCaM system display.

The controls and indications use ��V DC.





NACEllE

Page ��May 0�

PNEUMATIC SYSTEMCTC-��-0��-0�

AIR COND.(TRIM AIR V.)

hYD RESERV.PRESSURE

hYDRAUlICRESERVOIR(lh ONlY)

WATER TANKPRESSURE

PACK 1 PACK 2

WINGANTI-ICE

WINGANTI-ICE

CARGOhEAT

hP GROUNDCONNECTION

APU

CROSSBlEEDVAlVE (x-FEED)

COMMANDPRESSURElINE TO ANTI-ICEVAlVE

NACEllE AIRINlET ANTI-ICE

NACEllE AIRINlET ANTI-ICE

ENGINE 1

IPhP

ENGSTART

hPV

STARTER

STARTERVAlVE

PRV

COMMANDPRESSURElINE TO ANTI-ICEVAlVE

ENGINE 2

IPhP

ENGSTART

hPV

STARTER

STARTERVAlVE

PRV





NACEllE

Page ��May 0�


Pneumatic system - Functional description.

The pneumatic system supplies with hot, high pressure air to the relevant aircraft systems.

Pneumatic manifold.

The pneumatic manifold gets high pressure air from the source systems and supplies it to the user systems.

Engine bleed air.

There is one bleed air system for each engine. The engine bleed system controls bleed air temperature and pressure.

Engine bleed air precooler system.

The precooler system controls the engine bleed air temperature. The Fan air Valve and the Fan-air Valve Control Thermostat control the flow of fan air to the precooler.

APU bleed air.

The aPU supplies bleed air to the pneumatic manifold. an aPU check valve protects the aPU from engine bleed air flow.

Controls and indications.

The control of the pneumatic system is usually automatic. Bleed-air Monitoring Computers (BMC) control the automatic functions.

Manual controls with pushbutton and selector switches are available on the overhead �0VU panel.

The monitoring of the pneumatic system operation is done on the eCaM System Display.





NACEllE

Page ��May 0�

PNEUMATIC SYSTEMCTC-��-0��-0�

BlEED

23°C

200°C

205°C44 PSI

RAMAIR

ANTIICE

C h

lO

1

IP hP

APU

GND

hI

23°C

200°C

205°C44 PSI

ANTIICE

C h

lO

1

IPhP

hI

TAT +19°CSAT +18°C

G.W. 60300 KGC.G 28 1%23 h 56

TO BMC

ECAM

30VU

VAlVEPOSITION

PRESSURETEMPERATURE

DETECTORS

AIR COND OVERhEAD PANEl

SCT

CT

OVERBOARD Aircraft

Powerplant

PRECOOlER

TO BMC

TOBMC TO

BMC

hPV

PRV

OPVFAV

TO BMC

hYDRAUlICRESERVOIR(lh ONlY)

COMMAND PRESSURElINE TO ANTI-ICE VAlVE

NACEllEAIR INlET

ANTI-ICE

ENGSTART

ENGINE 1

FAN

IPhP

BMC2

BMC1

AMBER:OVERPRESSUREOVERTEMPERATURE

TT





NACEllE

Page ��May 0�


The purposes of the bleed air system are:- To extract air from the High Pressure Compressor.- To select the air source from the HPC �th or �th

stage.- To regulate the output pressure and temperature

before the air is delivered to the aircraft distribution system.

The engine bleed air system is installed in the nacellewithin the core compartment, on the left hand side of each engine between the � and � o’clock positions (alF).

The main elements of the system are:- The Intermediate Pressure Check Valve (IPC), that

uses HPC �th stage air.-The High Pressure Bleed Valve (HPV), that uses

HPC �th stage air.-The Bleed Pressure regulator Valve (PrV).-The Overpressure Valve (OPV).-The bleed air precooler exchanger.-The temperature and pressure sensors.-The air ducts.-The electrical harnesses.-The Bleed-air Monitoring Computers (BMC).

To access the system, the left hand side fan cowl and the thrust reverser ‘C’ duct must be opened.

all the valves are fitted with e-seals that require inspection, and, if necessary, replacement.





NACEllE

Page ��May 0�

ENGINE BlEED AIR SYSTEMCTC-��-0��-0�

hIGh PRESSUREBlEED VAlVE

OVERPRESSUREVAlVE

BlEED PRESSUREREGUlATOR VAlVECONTROl SOlENOID

BlEED AIRPRECOOlERExChANGER

FAN AIR VAlVECONTROlThERMOSTAT

FAN AIRVAlVE

BlEED PRESSUREREGUlATOR VAlVE

BlEED AIR MONITORINGCOMPUTER (BMC)

INTERMEDIATE PRESSUREChECK VAlVE

5Th STAGEDUCT

9Th STAGEDUCT

AIRCRAFTPOWERPlANT





NACEllE

Page ��May 0�


System pressure operation.

The operation of the HP Bleed Valve (HPV) and the IP Check Valve is linked to the �th and �th stage pressures from the HP Compressor.

5th and 9th stage engine bleeds.

at low engine speed, �th stage air is not sufficient for the pneumatic system demands and the �th stage supplies bleed air. at high engine speed the HP bleed valve closes, and the �th stage supplies bleed air. The bleed pressure regulator valve controls the closing of the HP bleed valve.

The HP bleed valve pneumatically limits the downstream static pressure to �� psig. It closes fully pneumatically when the upstream static pressure reaches ��0 psig.

The bleed pressure regulator valve (PrV) receives the airflow from the HP bleed valve or the IP check valve.

The bleed pressure regulator valve regulates the outlet pressure of the airflow to the aircraft distribution at �� psig.

The Overpressure Valve (OPV) protects the system against damage if overpressure occurs.





NACEllE

Page ��May 0�

SYSTEM PRESSURE OPERATIONCTC-��-0��-00

PRV

PRV

hPVhPV

ClOSES WhEN UPSTREAM PRESSURE REAChES120 PSIG

VAlVES OPERATING CONDITIONS

OPV

OPV

85

75

44

36

PRESSURES PSIG

CORE SPEED

FUllY ClOSED

STARTS TO ClOSE

RE-OPENS WhEN PRESSURE IS BElOW 35 PSIG

ClOSED BY BMC WhEN:- DOWNSTREAM OVERTEMP 257°C MORE ThAN 60 SECONDS.- DOWNSTREAM OVERPRESSURE 57 PSIG MORE ThAN 15 SECONDS.- PYlON OVERhEAT- APU BlEED VAlVE NOT ClOSED- CORRESPONDING ENGINE SAV OPENED.- REVERSE FlOW (DETECTED BY PRV).





NACEllE

Page ��May 0�


IP check valve (5th stage).

The �th stage IP check valve prevents �th stage bleed airflow from entering the �th stage bleed port.

The IP check valve is fitted with two flappers.

The IP check valve is part of the engine bleed air system. It is on the left side of the engine high pressure compressor case (at the � o’clock position).

Functional description.

The valve lets airflow go in the direction of the arrow. It stops airflow in the opposite direction.

Two semicircular flappers control airflow. normal airflow opens the flappers. reverse airflow closes the flappers.

nOTe:Install the bleed air check valve so that the flow arrow points away from the �th stage bleed port.





NACEllE

Page ��May 0�

INTERMEDIATE PRESSURE ChECK VAlVECTC-��-0��-00

A

hINGE PIN

STOP PIN

FlAPPERS

VAlVE BODY

VIEW A





NACEllE



hP Bleed Valve.

The HP Bleed Valve is a � in. dia. butterfly-type valve which operates as a shut-off and pressure regulating valve.

The HP bleed valve is normally spring-loaded closed in the absence of upstream pressure.

a minimum pressure of � psig is necessary to open the valve.

The HP bleed valve contains three main parts:- a valve body.- a pneumatic actuator.- a regulator assembly.

The HP bleed valve is located on the engine core area at the � o’clock position.

The HP bleed valve pneumatically limits the downstream static pressure to �� psig. It fully closes when the upstream static pressure reaches ��0 psig.

a pneumatic sense line connects the HP bleed valve with the bleed pressure regulator valve (PrV) in order to make sure that the HP bleed valve will close when bleed pressure regulator valve is controlled closed.

a manual override is provided to set the valve in the closed position.

(-5B):The engine bleed air is connected by a sense line to the HP bleed override solenoid.This solenoid causes the HP bleed valve to close pneumatically during cruise in normal bleed condition.





NACEllE

Page ��May 0�

hIGh PRESSURE BlEED VAlVECTC-��-0�0-0�

A

B

FROM BlEEDPRESSURE REGUlATORVAlVE (PRV)

lOCKINGPIN

BUTTERFlY

TEST PORT

COVERPlATE

ACTUATORASSEMBlY

ElECTRICAlCONNECTOR

FIlTER

VIEW A

VIEW B

POSITION INDICATORAND MANUAl OVERRIDE

CFM56-5A

CFM56-5B





NACEllE

Page ��May 0�


Bleed Pressure Regulator Valve (PRV).

The PrV is a � in. dia. butterfly-type valve, it pneumatically regulates the downstream pressure to �� psig.

It closes automatically in the following cases:- Overtemperature downstream of the precooler

exchanger.- Overpressure downstream of the PrV.- ambient overheat in pylon/wing/fuselage ducts

surrounding areas.- aPU bleed valve not closed.- Corresponding starter valve not closed.

The PrV is located on the engine core area at the �0 o’clock position.

The PrV contains three main parts:- a valve body.- a pneumatic actuator.- a regulator assembly.

PrV operation is fully pneumatic.

It is controlled in closed position by crew action on:- eng FIre pushbutton switch.- eng BleeD pushbutton switch.

The thermal fuse installed in the valve body causes the valve to close at ��0 more or less �� deg.C.

a manual override is provided to position the valve in the closed position.

Solenoid hP Bleed Override. The solenoid, when energized by the BMC, permits to control closure of the HP Bleed Valve.





NACEllE

Page ��May 0�

BlEED PRESSURE REGUlATOR VAlVECTC-��-0��-0�

A

C

B

FIlTER

ElECTRICAlCONNECTOR

TRAIlINGPROBEEDGE

BUTTERFlY

COVERPlATE

ACTUATORASSEMBlY

ElECTRICAlCONNECTOR

VIEW A

VIEW C


SOlENOID hP BlEEDOVERRIDE

CFM56-5A

CFM56-5B

VIEW B





NACEllE

Page ��May 0�


Bleed Pressure Regulator Valve Control Solenoid.

The bleed pressure regulator valve control solenoid is installed downstream of the precooler exchanger to control the bleed pressure regulator valve.

It includes:- a thermostat body assy.- a solenoid sub-assembly.- a non-return sub-assembly.

The bleed pressure regulator valve control solenoid continuously senses the temperature of the air from the bleed air precooler exchanger of the bleed air system. It also monitors the differential pressure between the upstream side of the bleed pressure regulator valve and the downstream side of the bleed air precooler exchanger.

It controls pneumatically the air supply through the bleed air system by closing the bleed pressure regulator valve.





NACEllE

Page ��May 0�

BlEED PRV CONTROl SOlENOID (ACCORDING TO VERSION)CTC-��-0��-0�

A

VIEW A

ElECTRICAlCONNECTOR

SOlENOIDASSEMBlY

ATTAChMENTPlATE

ThERMOSTATASSEMBlY

SAFETYVAlVE

ATTAChMENTPlATE

NON RETURNASSEMBlY

TO PRESSUREREGUlATORVAlVE (PRV)

FIlTER

FIlTER

FROM PRECOOlERUPSTREAM

FROMPRECOOlERUPSTREAM

CFM56-5ACFM56-5B





NACEllE

Page ��May 0�


Overpressure Valve.

The Overpressure Valve (OPV) is installed downstream of the PrV.

It protects the system against damage if overpressure occurs.

The OPV is a � in. dia. butterfly-type valve, it contains two main parts:

- a valve body.- an actuator assembly.

The OPV is equipped with a test port which serves to perform an ‘in situ’ test.

a microswitch in the OPV signals the extreme open position.

OPV operation is fully pneumatic. It cannot be controlled from the cockpit.

In normal conditions the valve is spring-loaded open.

When the upstream pressure increases and reaches �� PSIg, the OPV starts to close. This decreases the air flow and so reduces the downstream pressure. at �� PSIg upstream pressure the OPV is fully closed, it opens again when the upstream pressure has decreased to less than or equal to �� PSIg.





NACEllE

Page ��May 0�

OVERPRESSURE VAlVE (ACCORDING TO VERSION)CTC-��-0��-00

AVIEW A

VIEW A

ElECTRICAlCONNECTOR

ElECTRICAlCONNECTOR

POSITIONINDICATOR

TEST PORT

VAlVE BODYASSEMBlY

ACTUATORASSEMBlY

BUTTERFlY

VAlVEBODYASSEMBlY

ACTUATORASSEMBlY

POSITIONINDICATOR

BUTTERFlY

TESTPORT

CFM56-5A

CFM56-5B

FWD





NACEllE

Page ��May 0�


Engine bleed air cooling system.

The engine bleed air cooling system is installed in the nacelle within the core compartment, on the left hand side of each engine between the �� and �� o’clock positions (alF).

The purpose of the engine bleed air cooling system is to control the temperature of engine bleed air before it goes to the aircraft pneumatic manifold.

The main elements of the system are:- Bleed air precooler exchanger.- Fan air valve.- Fan air valve control thermostat.

Operation of the precooler system is automatic.

To access the system, the left hand side fan cowl and the thrust reverser C duct must be opened.





NACEllE

Page ��May 0�

PNEUMATIC - BlEED AIR PRECOOlER SYSTEMCTC-��-0��-0�

FAN AIR

TO AIRCRAFTPNEUMATICSYSTEM

OVERBOARD FANExhAUST AIR

hOT AIR INlETFROM PRV

FAN AIRVAlVE

BlEED AIRPRECOOlERExChANGER

FAN AIR VAlVECONTROl

ThERMOSTAT

Aircraft

Powerplant





NACEllE



Fan Air Valve (FAV).

The Fan air Valve controls the flow of fan air tothe precooler exchanger.

The FaV is a �.� in. dia. butterfly-type valve, normally spring - loaded closed in the absence of pressure. It is located on top of the engine.

The FaV contains the following parts:- a valve body.- an actuator assembly.- a manual override.- a thermal fuse.

The FaV regulates the dowstream precooler exchanger temperature to �00 deg.C.

a thermostat installed downstream of the precooler exchanger senses the hot air temperature and sends to the valve a pressure signal corresponding to precooler cooling air demand. The FaV butterfly takes a position to maintain the temperature value of air bleed within limits.

a manual override serves to close the valve mechanically on the ground.

a thermal fuse installed on the valve body closes the valve if the nacelle temperature reaches ��0 deg.C.





NACEllE

Page ��May 0�

FAN AIR VAlVE (FAV)CTC-��-0��-00

ADJUSTABlE STOP

VENT SCREW

ACTUATOR ASSEMBlY

COVER PlATE

TEST PORT

OVERPRESSURE VAlVE

FROM FAN AIR VAlVECONTROl ThERMOSTAT

ElECTRICAlCONNECTOR

BUTTERFlY

A


VIEW A

VIEW B

B





NACEllE

Page ��May 0�


Fan Air Valve Control Thermostat.

The fan air valve control thermostat is installed dowstream of the bleed air precooler exchanger. It controls the butterfly plate of the fan air valve.

The fan air valve control thermostat contains two mains parts:

- a temperature sensing element.- a pressure regulator.

The fan air valve control thermostat controls, through the fan air valve (FaV), the engine fan cooling airflow in order to maintain the bleed air temperature to �00 deg.C.

When the temperature downstream of the precooler exchanger is below the required value, the FaV remains closed.

When the temperature is over the required value, a pressure signal is sent to the opening chamber of the FaV.

Between both values the FaV butterfly has an intermediate position.





NACEllE

Page ��May 0�

FAN AIR VAlVE CONTROl ThERMOSTAT (ACCORDING TO VERSION)CTC-��-0��-0�

TO FANAIR VAlVE (FAV)

FIlTER

TUBE

ATTAChEMENTPlATE

A

VIEW A






NACEllE

Page ��May 0�




DrIVegeneraTOr

NACEllE

Page ��May 0�

DRIVE GENERATOR




DrIVegeneraTOr

NACEllE

Page ��May 0�

DRIVE GENERATOR

Drive generator.

The drive generator has the following components:- Integrated drive generator (IDg).- Fuel/oil cooler.- Quick attach/detach (QaD) adapter.

Integrated drive generator.

The drive generators are the normal source of aC power in flight. There are two IDgs on the airplane. each supplies ��/�00 V aC, �00 Hz power. each IDg can supply up to �0 kVa.

The IDg has an oil cooling system, which comprises two components:

- Fuel/oil cooler.- IDg oil cooler.

The IDg has a constant speed drive section and a generator. The IDg weighs �� pounds (�� kg).

Quick attach/detach (QAD) adapter.

The Quick attach/detach (QaD) adapter attaches the IDg to the engine accessory gearbox (agB).




DrIVegeneraTOr

NACEllE

Page ��May 0�

DRIVE GENERATORCTC-��-0�0-0�

ElEC BAT 128V

150A

BAT 228V

150ADC 2DC 1

DC BAT

AC ESS

DC ESS

AC 1

IDG 1 90°C IDG 2 80°C

AC 2

TR 228V

150A

TR 128V

150A

GEN 126%116V

400hZ

GEN 226%116V

400hZ

APU

ESS TR EMER GEN

TAT +19°CSAT +18°C

G.W. 60300 KGC.G 28 1%

IDG OIlCOOlER

ECAM

IDG (ACCORDINGTO VERSION)

A

B

VIEW A

IDG (ACCORDINGTO VERSION)

IDG OIlCOOlER

VIEW B

CFM56-5ACFM56-5B




DrIVegeneraTOr

NACEllE

Page ��May 0�

GENERATOR DRIVE

Integrated drive generator (continued).The IDg components that you service or inspect are:

- Push-to-vent valve.- electrical connectors.- Phase lead terminal.- Disconnect reset ring.- Oil filter.- Differential pressure indicator (pop-out).- Oil level sight glass.- Drain plug.- Pressure fill adapter.

(-5B):Charge and scavenge oil filters.There are two remove-and-replace oil filters on the IDg. You check and replace both filters at scheduled intervals. You should always replace old filters by new filters.

The charge oil filter is downstream of the charge pump. If this filter clogs, a differential pressure valve opens and let oil bypass the filter. There is no indication if the filter clogs.

The scavenge filter is downstream of the scavenge pump. The differential pressure indicator shows if the filter clogs.

(All):Oil servicing.You do the oil servicing of the IDg at the pressure fill port. You must push the push-to-vent valve to release IDg case air pressure before adding oil.

IDG oil pressure fill.a quick fill coupling installed on the transmission casing enables pressure filling or topping up the unit with oil. The oil thus introduced flows to the transmission via the scavenge filter and external cooler circuit. This ensures:

- The priming of the external circuit.- The filtration of any oil introduced.

a drain plug at the bottom of the IDg permits to drain the oil from the IDg.

Oil level check.The oil level can be read on the vertical sight glass. Servicing is performed according to the oil level position in zones determined by different colors (red, yellow, green).

nOTe:Make sure that the engine has been shut down for � minutes minimum before checking oil quantity.




DrIVegeneraTOr

NACEllE

Page ��May 0�

INTEGRATED DRIVE GENERATOR (ACCORDING TO VERSION) (CFM56-5B)CTC-��-0��-0�

OIl lEVElSIGhT GlASS

DISCONNECTRESET RING

VENT VAlVE

ElECTRICAlCONNECTOR C

ChARGE OIlFIlTER

OIl-OUT PORTPRESSUREFIll ADAPTER

SCAVENGE FIlTER

SCAVENGE FIlTER∆P INDICATOR

MODIFICATIONPlATE

INPUT SPlINEShAFT

ElECTRICAlCONNECTOR

AElECTRICAlCONNECTOR

B

PhASE lEADTERMINAl

OVERFIllDRAIN PlUG OIl-IN

PORT

B

A

VIEW B

VIEW AIDENTIFICATION

PlATES




DrIVegeneraTOr

NACEllE


GENERATOR DRIVE

(-5A):Oil filter.

There is a remove-and-replace oil filter on the IDg. You check and replace the filter at scheduled intervals. You should always replace an old filter with a new filter.

The oil filter is downstream of the scavenge pump. The differential pressure indicator shows if the filter clogs.




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INTEGRATED DRIVE GENERATOR (CFM56-5A)CTC-��-0��-00

QAD

GEARBOx

OIl FIlTER

CASE DRAINPlUG

PRESSUREFIll PORT

DISCONNECTRESET RING

∆P IND. BUTTON(SIlVER END. REDCYlINDRICAl SIDE)

PUSh TOVENT VAlVE

ElECTRICAlCONNECTORS

TERMINAlBlOCK

SIGhTGlASS

OIl OUTPORT

OIl INPORT

OVERFlOWDRAIN PORT

A

B

VIEW A

VIEW B FWD





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FIre PrOTeCTIOn/DeTeCTIOn SYSTeMS

NACEllE

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ENGINE FIRE PROTECTION AND DETECTION SYSTEMS





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ENGINE FIRE PROTECTION/DETECTION SYSTEM

Engine fire protection system.

The engine fire protection system is integrated within thegeneral engine nacelle components and also at thebottom forward section of the aircraft pylon.

The purposes of the engine fire protection system are:- To detect overheat.- To detect fire.- To limit fire area.- To extinguish fire.

The system interfaces with the low pressure fuel shut-offvalve, the eIU and the Bleed Monitoring Computer (BMC).




Page ��May 0�


NACEllE

FIRE PROTECTION SYSTEM PURPOSESCTC-��-0��-0�

EIU

BMC

DETECT FIREDETECT OVERhEATlIMIT

FIRE AREA

A/CFUEl

SYSTEM

ExTINGUIShFIRE

ENGINE FIREPROTECTION SYSTEM

hYDRAUlICSYSTEM

COCKPITINDICATION





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Page ��May 0�


Engine fire detection system.

The purpose of the engine fire detection system is todetect and identify any fire source, and to transmit thisinformation to the cockpit.

On each engine, there are two independent and continuous loops for fire detection. The loops are connected in parallel to separate channels of a Fire Detection Unit (FDU).

One FDU, located in the avionics compartment, isprovided for each engine. They process signalsreceived from the fire detectors.

The fire detection system is located in � areas around the engine, and one at the engine/aircraft interface.

The system consists of:- � fire detectors under the accessory gearbox.- � fire detectors on the core engine at �0 and �

o’clock.- � fire detectors near the pylon fire wall.

Fire detector.

The purpose of the fire detector is to detect any overheat or fire source and transmit this information to the fire detection unit (FDU).

each fire and overheat detector has a sensing element and responder assembly. The detector has two sensing functions. It responds to an overall ‘average’ temperature threshold or to a highly localized ‘discrete’ temperature caused by impinging flame or hot gases.

The detection of a fire by one of the responders causes the closure of the corresponding alarM switch.

The FIre warning signal is transmitted through the FDU to the cockpit, at the following locations:

- eng/aPU FIre panel (�WD): eng/FIre pushbutton switch.

- eng panel (��VU): eng/FIre/FaUlT annunciator.- MaSTer Warn light.- Upper eCaM display unit: eng � (�) FIre and fire

extinguishing procedure.- lower eCaM display unit: engine page.

The Continuous repetitive Chime (CrC) sounds.




Page ��May 0�


NACEllE

FIRE DETECTORSCTC-��-0��-00

FAN FIREDETECTOR

CFM56-5A

CFM56-5B

RESPONDERhOUSING

CORE FIREDETECTORS

SENSINGElEMENT

TGB

FIREDETECTORS

FIREDETECTORS

PYlON FIREDETECTOR

FWD





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Page ��May 0�


Engine fire extinguishing system.

The engine fire extinguishing system puts out fires in the engine compartment.

To put out the fire, the engine fire extinguishing system floods the engine compartments with halon. Two fire extinguisher bottles supply the halon for each engine.

The components of the engine fire extinguishing system are:

- eng/aPU FIre panel.- Fire extinguisher bottles (�).- engine fire extinguishing ports.

The eng/aPU FIre panel (�WD) is located in the flight compartment on the overhead panel.

The two engine fire extinguisher bottles for each engine are located in the aft section of the engine pylon.

The engine and aPU fire control panel is located in the flight compartment on the P� panel.

The two engine fire extinguishing ports are located on the fan and core compartments.

Operation.

When the temperature reaches the threshold of the monitored area of the engine, the FIre warning comes on red on the eng � (�) FIre pusbutton switch.

The fire extinguishing system is activated. The engine is isolated from the rest of the aircraft (hot air, fuel, hydraulics, electrical power are closed).

When the eng � (�) FIre pushbutton switch is pushed in, the first fire extinguisher is fired. The extinguishing agent flows in the pipe and is sprayed in the engine protected zones.

Thirty seconds later (after the first bottle has been discharged), if the fire is still present, the pilot fires the second bottle.




Page ��May 0�


NACEllE

ENGINE FIRE ExTINGUIShING SYSTEMCTC-��-0��-0�

FIREExTINGUIShER

BOTTlES

ENGINE FIREExTINGUIShERPORTS

ENGINE FIREExTINGUIShER

PORTS

ENG/APU FIRE PANEl1WD


NACEllE









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POWERPlANT DRAINS




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Page ��May 0�

POWERPlANT DRAINS

lines are provided on the engine to collect waste fluidsand vapours coming from engine systems andaccessories and drain them overboard.

The system is installed underneath the engine to collect the fluids, a mast protrudes outside the fan cowl doors to expell them.

The system consists of a drain collector assembly, a drain module and a drain mast.

Fluids are transmitted to the drain module during flight.




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Page ��May 0�

POWERPlANT DRAINSCTC-��-0��-00

FWD

DRAINCOllECTOR

DRAINMODUlE

TRANSFERGEARBOx

DRAINMAST




POWerPlanTDraInS

NACEllE

Page ��May 0�

POWERPlANT DRAINS

Drain system.

The drain system gathers the fluids leaking from:- The accessory gear box through the drain collector

assembly, all but HMU.- The fan area (forward sump, oil scupper, fan case,

fuel return valve and oil/fuel heat exchanger).- The core area (VBV, VST, TCC).

The collector retains fluids until full, then the overflow goes to � tanks called the fuel/oil holding tank and the oil/hydraulic holding tank.

The first receives the fuel pump overflow and the second receives the IDg, starter and hydraulic pump overflows.

Other fluids are directly expelled overboard.

Fluids which are contained in the � holding tanks of the drain collector assembly, are kept until the aircraft reaches an airspeed of �00 kts.

Then a pressure valve in the drain module admits ram air.

The ram air pressurizes the holding tanks, and accumulated fluids are discharged overboard by the drain mast.




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Page ��May 0�

DRAIN SYSTEMCTC-��-00�-0�

PYlONDRAINS

DRAINMANIFOlD

MODUlE

DRAINCOllECTORASSEMBlY

DRAINMAST

PRESSUREVAlVE

RAM AIRINTAKE

DRAIN MANIFOlDMODUlEDRAINMAST

PYlON

FAN CORE

FADEC: Full Authority Digital Engine ControlFRV: Fuel Return ValvehMU: hydromechanical UnitIDG: Integrated Drive GeneratorPMA: Permanent Magnet AlternatorTCC: Turbine Clearance ControlTRF: Turbine Rear FrameVBV: Variable Bleed ValveVSV: Variable Stator Vane

lUBRICATIONUNIT

FUElPUMP

ACCESSORYGEARBOx

hYDPUMP

4 COllECTORSWITh MANUAlDRAIN VAlVE

FADECPMA

hMU

IDG

STARTER24CC

OIlSCUPPER

24CC

32CC

132CC

40CC

36.5CC

FWDSUMP

FANCASE

FRV

AIR

OIl/FUElhEAT

ExChANGER

FAN AREA CORE AREA

TRF

AFTSUMP

VBV VSV TCC

FIRE ShIElD

FIREPROOFCOWl lINEFRANGIBlE

DRAINCOllECTORASSEMBlY




POWerPlanTDraInS

NACEllE

Page ��May 0�

POWERPlANT DRAINS

Drain collector assembly.

The drain collector assembly is installed betwen the agB and the TgB.

It is composed of � drain collectors with manual drain valves and � holding tanks.

The drain collector enables leakages to be collected separately from � seals:

-Fuel pump.-IDg.-Starter-Hydraulic pump.

Manual drain valves are installed at the bottom of each collector enabling the source of leakage to be found during troubleshooting.

each collector is identified with the accessory seal pad to which it is connected.




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Page ��May 0�

DRAIN COllECTOR ASSEMBlYCTC-��-0��-0�

FROM FUElPUMP PAD

FROM hYDRAUlICPUMP PAD

FROM IDG PADMANUAl DRAIN VAlVE

A

VIEW A

FROM FUEl/OIlhOlDING TANK

TO DRAIN MODUlE

DRAINSFROM OIl/hYDRAUlIChOlDING TANK

TO DRAIN MODUlE

FROM STARTER PAD

PRESSURIZED AIRFROM DRAIN MODUlE

FWD




POWerPlanTDraInS

NACEllE

Page ��May 0�

POWERPlANT DRAINS

Drain module.

The drain module is directly attached under the engine transfert gearbox and supports the drain mast, that protrudes through the fan cowl doors into the airstream.

It receives the overflow from the drain collector assembly.

a valve pressurizes the holding tanks and enables fluids to be discharged overboard through the drain mast, when airspeed is over �00 kts.

It also receives fluids that are discharged directly overboard through the drain mast.




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Page ��May 0�

DRAIN AND DRAIN MASTCTC-��-0��-00

A

VIEW A

FROM DRAINCOllECTOR ASSEMBlY

DRAIN MAST

FROM hEAT ExChANGER

FROM FUEl RETURN VAlVE

FROM OIl TANK SCUPPER

PRESSURE VAlVE





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Page �00May 0�

Documents

Ctc 235 Nacelle