British Airways Engineering Training Centre

ATA 70 CFM56 B2
A318/19/20/21 Single Aisle Family
ETBN 0413 A318/19/20/21
STL 945.1380/05 Issue 1

ISSUE 1 FEB 2008

Your Course Notes

These notes have been prepared by British
Airways Engineering Training to provide a
source of reference during your period of
training.
The information presented is as correct as
possible at the time of printing and is not
subject to amendment action.
They will be useful to you during your
training, but I must emphasise that the
appropriate Approved Technical Publications
must always be used when you are actually
working on the aircraft.
I trust your stay with us will be informative
and enjoyable.

JOHN QUINLISK
Training and Quality Delivery Manager

SINGLE AISLE TECHNICAL TRAINING MANUAL

POWER PLANT (CFM56-5B)

FADEC
FADEC Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
FADEC Architecture (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
FADEC Principle (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
ECU Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
EIU Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
ECU Electrical PWR SPLY Control (3) . . . . . . . . . . . . . . . . . . . . . . .16

ENGINE CONTROLS
Engine Thrust Management (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18

ENGINE INDICATING

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Engine Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36

Engine Monitoring D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54

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70 - POWER PLANT (CFM56-5B)

TABLE OF CONTENTS

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FADEC PRESENTATION (1)

GENERAL

POWER SUPPLY

The Full Authority Digital Engine Control (FADEC) system controls the
engine. FADEC also interfaces with aircraft signals.
The FADEC system of each engine consists of a dual channel Electronic
Control Unit (ECU), with its associated peripherals.
The ECU is the computer of the FADEC system and is located on the
engine fan case.

Each ECU is powered by a three-phase permanent magnet alternator

when the engine N2 > 15%. The FADEC Control Alternator provides an
independent power supply to both ECU channels.

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FADEC FUNCTIONS
The FADEC provides the regulation and scheduling of the engine systems
to control the thrust and optimize engine operation.
The FADEC system performs engine control functions and engine/A/C
integration.
The Engine control functions include:
- Power management control,
- Variable Bleed Valves (VBVs) control,
- Variable Stator Vanes (VSVs) control,
- Transient Bleed Valve (TBV) control,
- Fuel control regulation,
- High Pressure Turbine Active Clearance Control (HPTACC),
- Low Pressure Turbine Active Clearance Control (LPTACC),
- Fuel Return Valve (FRV) control.
Engine/A/C integration includes:
- Engine indication,
- Engine maintenance data,
- Automatic and manual starting,
- Thrust reverser control,
- Autothrust,
- Condition monitoring data.

MAINTENANCE COURSE - T2 (CFM56-5B/ME)

70 - POWER PLANT (CFM56-5B)

FADEC PRESENTATION (1)

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GENERAL ... POWER SUPPLY

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FADEC PRESENTATION (1)

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FADEC ARCHITECTURE (1)

DUAL CHANNEL

BITE CAPABILITY

The Full Authority Digital Engine Control (FADEC) system is fully

redundant and built around two independent Electronic Control Unit
(ECU) control channels.
Dual inputs, dual outputs, and automatic switch over from one channel
to the other, eliminates any dormant failure.
The ECU consists of two channels (A and B). Each channel can control
the different components of the engine systems.
Channels A and B are permanently operational. The channel in control
manages the systems.

The ECU is equipped with a Built-in Test Equipment (BITE) system

which provides maintenance information and test capabilities via the
MCDU.

DUAL INPUTS
All control inputs to the FADEC system are dual. Only some secondary
parameters used for monitoring and indicating are single.
To increase the fault tolerant design, the parameters are exchanged
between the two control channels (inside the ECU) via the cross channel
data link. Each channel can also operate independently, without cross
channel data link.

FAULT STRATEGY
The ECU can detect and isolate failures using the BITE system.
The BITE system allows the ECU to switch engine control functions
from a faulty channel to the healthy one.

FAIL SAFE CONTROL

If one channel is faulty, and the channel that is in control cannot ensure
an engine component function, the component is moved to a fail-safe
position.
Example: if one channel is faulty and the other channel is unable to control
the Variable Bleed Valve (VBV) position, the VBVs are set to the fail-safe
open position.

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HARDWIRED INPUTS
Most of the communication between the A/C systems and the ECU is
transmitted over digital data buses.
In addition, some signals are hardwired directly from the A/C to the ECU.

DUAL OUTPUTS
All of the ECU control outputs are dual. The channel that is in control
supplies the control signals to the various components such as torque
motors and solenoids.
The other channel calculation is used for crosschecking.

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70 - POWER PLANT (CFM56-5B)

FADEC ARCHITECTURE (1)

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DUAL CHANNEL ... FAIL SAFE CONTROL

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FADEC ARCHITECTURE (1)

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FADEC ARCHITECTURE (1)

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MAIN INTERFACES
The ECU performs its tasks by interfacing with A/C system computers,
either directly, or via the Engine Interface Unit (EIU). The EIU is an
interface concentrator that serves as the communication link, between
the A/C systems and the FADEC system. There is one EIU for each
engine.
The ECU receives inputs from:
- Air Data Inertial Reference Units (ADIRUs),
- Flight Control Unit (FCU),
- Environmental Control System (ECS) computers,
- Centralized Fault Display Interface Unit (CFDIU),
- Landing Gear Control and Interface Units (LGCIUs),
- cockpit engine controls including fire, anti-ice systems and Throttle
Lever Angle (TLA).
The ECU sends outputs to:
- Flight Data Interface and Management Unit (FDIMU),
- Flight Warning Computers (FWCs),
- Display Management Computers (DMCs),
- Flight Management and Guidance Computers (FMGCs),
- Centralized Fault Display Interface Unit (CFDIU),
- Bleed air Monitoring Computers (BMCs) through the EIU.

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FADEC ARCHITECTURE (1)

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MAIN INTERFACES
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FADEC ARCHITECTURE (1)

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FADEC PRINCIPLE (2)

GENERAL

ENGINE LIMIT PROTECTION

The Full Authority Digital Engine Control (FADEC) system manages

the engine thrust and optimizes the performance.

The FADEC provides overspeed protection for N1 and N2, in order to

prevent the engine from exceeding certified limits and also monitors the
EGT.

FADEC
The FADEC consists of the Electronic Control Unit (ECU) and its
peripheral components and sensors used for control and monitoring.
The ECU interfaces with the other A/C systems through the Engine
Interface Unit (EIU).
The primary parameters (N1, N2, Exhaust Gas Temperature (EGT) and
Fuel Flow (FF)) are directly sent by the ECU to the ECAM. The secondary
parameters are sent to the ECAM trough the EIU.

ENGINE INTERFACE UNIT

Each EIU, located in the avionics bay, is an interface concentrator between
the airframe and the corresponding ECU located on the engine.
There is one EIU for each engine. It interfaces with the corresponding
ECU.
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POWER MANAGEMENT
The FADEC provides automatic engine thrust control and thrust parameter
limit computation.
The FADEC manages power according to two thrust modes:
- manual mode depending on Throttle Lever Angle (TLA),
- autothrust mode depending on autothrust function generated by the
Auto Flight System (AFS).
The FADEC also provides two idle mode selections: minimum idle and
approach idle, obtained when the slats are extended. The idle can also be
modulated up to approach idle depending on: air conditioning demand,
wing anti-ice demand, engine anti-ice demand and oil temperature (for
Integrated Drive Generator (IDG) cooling).
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70 - POWER PLANT (CFM56-5B)

ENGINE SYSTEM CONTROL

The FADEC provides optimal engine operation by controlling:
- FF,
- Turbine Clearance and Compressor Airflow.

STARTING AND IGNITION CONTROL

The FADEC controls the engine start sequence.
It monitors N1, N2, and EGT parameters and can abort or recycle an
engine start.
The FADEC controls the starting and ignition in automatic mode when
initiated from the ENG start panel (115 VU) or manual mode when
initiated from the ENG MAN START panel.

THRUST REVERSER
The FADEC entirely supervises the thrust reverser operation.
In case of malfunction, the thrust reverser is stowed.

FADEC PRINCIPLE (2)

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GENERAL ... THRUST REVERSER

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FADEC PRINCIPLE (2)

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ECU INTERFACES (3)

GENERAL

ECU CHANNEL B OUTPUTS

The Electronic Control Unit (ECU) interfaces with various systems

through channels A and B.

Channel B provides outputs via ARINC buses to the: EIU, FWCs, DMCs,
and FMGC. It also provides outputs to the engine controls.

ECU CHANNEL A INPUTS

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

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ECU CHANNEL B INPUTS

Channel B has the same inputs as channel A from the ADIRS, EIU,
Throttle Control Unit, autothrust disconnect switches and engine sensors.

ECU CHANNEL A OUTPUTS

Channel A provides outputs via ARINC buses to the: EIU, Flight Data
Interface and Management Unit (FDIMU) - DMU part, Flight Warning
Computers (FWCs), Display Management Computers (DMCs), Flight
Management and Guidance Computers (FMGCs).
Channel A also provides outputs to the engine controls (torque motors
and solenoids).
MAINTENANCE COURSE - T2 (CFM56-5B/ME)
70 - POWER PLANT (CFM56-5B)

ECU INTERFACES (3)

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GENERAL ... ECU CHANNEL B OUTPUTS

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70 - POWER PLANT (CFM56-5B)

ECU INTERFACES (3)

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EIU INTERFACES (3)

INPUTS

ANALOG INPUTS

The Engine Interface Unit (EIU) receives digital, discrete and analog
inputs.

The EIU receives analog signals corresponding to values of secondary

parameters from engine sensors, for display on the ECAM engine
page.

DIGITAL INPUTS
The Engine Interface Unit (EIU) receives digital inputs from:
- the Centralized Fault Display Interface Unit (CFDIU) for engine
troubleshooting and test,
- the Air Conditioning System Controller (ACSC), for bleed air
demands of the air conditioning system,
- and the Flight Control Unit (FCU) for the auto-thrust function.
The EIU also receives data from each channel of the Electronic Control
Unit (ECU).

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DISCRETE INPUTS
The EIU receives command signals from the following control panels:
- wing anti-ice,
- engine anti-ice,
- Full Authority Digital Engine Control (FADEC) ground power panel,
- engine fire panel,
- engine start panel,
- Throttle Control Unit thrust reverser microswitch.
It also receives specific signals of A/C configuration from the
following computers:
- Landing Gear Control Interface Unit (LGCIU),
- Slat and Flap Control Computer (SFCC),
- Fuel Level Sensing Control Unit (FLSCU).

OTHER DISCRETE INPUTS

Other discrete inputs are provided for the engine oil low pressure
warning.

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OUTPUTS
The EIU sends digital and discrete outputs.

DIGITAL OUTPUTS
The EIU sends digital outputs to:
- the Bleed Monitoring Computer (BMC) for pneumatic valve
operation,
- the Flight Warning Computers (FWC) for alarms and indication,
- and, the Centralized Fault Display Interface Unit, (CFDIU) for fault
messages.
Other digital outputs are sent to channel A and channel B of the ECU.

DISCRETE OUTPUTS
The EIU provides the following discrete outputs to other A/C systems
for some required commands and specific engine operations:
- start valve closure,
- thrust reverser inhibition,
- APU boost demand,
- oil low pressure,
- HP fuel Shut-off Valve (SOV) closed,
- N2 at or above minimum idle,
- Throttle Lever Angle (TLA) in takeoff position,
- engine FAULT light on.

SUPPLY MODULE
The EIU contains a power supply module that is used to supply electrical
power to the ECU and the ignition systems.
EIU INTERFACES (3)

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NOTE: If the EIU electrical power is lost, the EIU fails and engine
restart is not possible.

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EIU INTERFACES (3)

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INPUTS ... SUPPLY MODULE

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EIU INTERFACES (3)

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EIU INTERFACES (3)

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ECU ELECTRICAL PWR SPLY CONTROL (3)

GENERAL

AUTO DE-POWERING

The Electronic Control Unit (ECU) is supplied from the aircraft electrical
power when the engine is shut down or when N2<15%. The Permanent
Magnet Alternator (PMA) supplies the ECU when the engine is running
and N2>15%.

The FADEC is automatically de-powered on the ground, through the

EIU, after engine shutdown.
ECU automatic de-powering on the ground:
- five minutes after aircraft power up,
- five minutes after engine shut down.
Note that releasing the ENGine FIRE P/B out provides ECU power cut
off from the aircraft network.

POWERING N2<15%
Each channel is independently supplied by the aircraft 28 VDC through
the Engine Interface Unit (EIU). At initial A/C power-up, both engine
ECUs are supplied with aircraft power for 5 minutes.
Aircraft 28 VDC is used for:
- power-up check of the Full Authority Digital Engine Control (FADEC)
before engine start,
- engine starting,
- powering the ECU while the engine is running below 15% N2.
Note that the EIU takes its power from the same bus bar as ECU.

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POWERING N2>15%
As soon as engine is running above 15% of N2, the PMA is able to
directly supply the ECU.
The PMA supplies each channel with three-phase AC power. Two
transformer rectifiers provide 28 VDC power supply to channels A and
B.
Above 15% of N2, the ECU logic automatically switches to PMA supply.
The supply from the aircraft network is cut off through the EIU
de-powering function.
Note that in case of PMA failure, the ECU will automatically receive, as
back-up, the 28 VDC power from the aircraft network through the EIU.

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70 - POWER PLANT (CFM56-5B)

FADEC GROUND POWER PANEL

For maintenance purposes and MCDU engine tests, the ENGine FADEC
GrouND PoWeR P/B on the MAINTenance panel (50VU) permits
FADEC power supply to be restored on the ground with engine shut
down.
When the corresponding ENGine FADEC GrouND PoWeR P/B is pressed
ON the ECU receives its power supply again. The ECU will be
de-powered after 5 minutes of the engine shutdown to allow the engine
parameters monitoring.
Also note that the FADEC is repowered as soon as the engine start selector
is selected to CRANK or IGNition START or the MASTER switch is
selected ON.

ECU ELECTRICAL PWR SPLY CONTROL (3)

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GENERAL ... FADEC GROUND POWER PANEL

MAINTENANCE COURSE - T2 (CFM56-5B/ME)
70 - POWER PLANT (CFM56-5B)

ECU ELECTRICAL PWR SPLY CONTROL (3)

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ENGINE THRUST MANAGEMENT (3)

BASIC INFORMATION
Some basic information about Engine Thrust Management is shown in
this module.

PREDICTED N1

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The predicted N1 is indicated by a white circle in case of classic

ECAM version and by a blue circle in case of enhanced ECAM
version, on the N1 indicator and corresponds to the value determined
by the Throttle Lever Angle (TLA).

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ENGINE THRUST MANAGEMENT (3)

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BASIC INFORMATION - PREDICTED N1

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ENGINE THRUST MANAGEMENT (3)

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ENGINE THRUST MANAGEMENT (3)

BASIC INFORMATION (continued)
THRUST LIMIT MODE

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The throttle levers are used as thrust limit mode selectors. Depending
on the throttle lever position, a thrust limit mode is selected and
appears on the upper ECAM display.
If the throttle levers are set between two detent points, the upper detent
will determine the thrust limit mode.
The thrust limit modes are: Climb (CL), Flexible Take Off or
Maximum Continuous Thrust (FLX/MCT), or Take Off Go Around
(TOGA).

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ENGINE THRUST MANAGEMENT (3)

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BASIC INFORMATION - THRUST LIMIT MODE

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70 - POWER PLANT (CFM56-5B)

ENGINE THRUST MANAGEMENT (3)

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ENGINE THRUST MANAGEMENT (3)

BASIC INFORMATION (continued)
N1 LIMIT

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For each thrust limit mode selection, an N1 limit is computed

according to the Air Data Reference (ADR) and appears on the upper
ECAM display near the thrust limit mode indication.

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ENGINE THRUST MANAGEMENT (3)

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BASIC INFORMATION - N1 LIMIT

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70 - POWER PLANT (CFM56-5B)

ENGINE THRUST MANAGEMENT (3)

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ENGINE THRUST MANAGEMENT (3)

BASIC INFORMATION (continued)
N1 TARGET

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In Autothrust (A/THR) function, the Flight Management and Guidance

System (FMGC) computes an N1 target according to air data and
engine parameters and sends it to the Electronic Control Unit (ECU).

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ENGINE THRUST MANAGEMENT (3)

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BASIC INFORMATION - N1 TARGET

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ENGINE THRUST MANAGEMENT (3)

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ENGINE THRUST MANAGEMENT (3)

BASIC INFORMATION (continued)
N1 COMMAND

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The N1 command, used to regulate the fuel flow, is the FMGC N1

target when the A/THR function is active.
When the A/THR function is not active, the N1 command is the N1
corresponding to the TLA.

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ENGINE THRUST MANAGEMENT (3)

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BASIC INFORMATION - N1 COMMAND

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ENGINE THRUST MANAGEMENT (3)

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ENGINE THRUST MANAGEMENT (3)

BASIC INFORMATION (continued)
ACTUAL N1

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The actual N1 is the actual value given by the N1 speed sensor.

This actual N1 is displayed in green on the N1 indicator and this actual
N1 signal is also compared to the N1 command.

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ENGINE THRUST MANAGEMENT (3)

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BASIC INFORMATION - ACTUAL N1

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ENGINE THRUST MANAGEMENT (3)

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ENGINE THRUST MANAGEMENT (3)

AUTOTHRUST CONTROL MODE
The A/THR function is engaged manually when the A/THR P/B is
selected or automatically at take off power application.

AUTOTHURST ACTIVE

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When engaged, the A/THR function becomes active when the throttle
levers are set to CLimb detent after take off. The N1 command is the
FMGC N1 target.
A/THR function is normally active when the throttle levers are set
between IDLE and CLimb (including CLimb).
The A/THR active range is extended to MCT in the case of single
engine operation.
When the throttle levers are set between two detent points, the N1
command is limited by the throttle lever position.
Note: In Alpha Floor condition the A/THR function becomes active
automatically. The N1 target is TOGA.

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ENGINE THRUST MANAGEMENT (3)

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AUTOTHRUST CONTROL MODE - AUTOTHURST ACTIVE

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AUTOTHRUST CONTROL MODE (continued)
AUTOTHRUST NOT ACTIVE

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When engaged, the A/THR function becomes inactive when the

throttle levers are set above CLimb with 2 engines running.
The N1 command corresponds to the TLA. A/THR function is not
active above MCT in case of single engine operation.
The A/THR function is disengaged when the throttle levers are set at
IDLE stop.

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MANUAL CONTROL MODE

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Manual mode when A/THR not engaged.

The ECU processes the N1 command signal according to the TLA.

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MANUAL CONTROL MODE

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ENGINE WARNINGS (3)

LOW N1

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In case of low N1 warning, the MASTER CAUTion comes on and the

aural warning sounds.
The failure is shown amber on the upper ECAM display, and the lower
ECAM SD ENGINE page appears.
This warning appears when there is a low N1 rotation speed during engine
start.
This warning is inhibited in flight phases 4, 5, 6, 7, 8, 9, and 10.

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LOW N1
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ENGINE WARNINGS (3)

EGT, N1 OR N2 OVERLIMIT

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In case of Exhaust Gas Temperature (EGT), N1 or N2 over limit warning,

the MASTER CAUTion comes on and the aural warning sounds.
The EGT indication is shown red and the failure message appears amber
on the upper ECAM display.
This warning appears when EGT exceeds 950 degrees Celsius.
The over limit for N1 is 104% and the corresponding message is 'ENG
1 (2) N1 OVER LIMIT".
The over limit for N2 is 105% and the corresponding message is 'ENG
1 (2) N2 OVER LIMIT".
This warning is inhibited in flight phases 4, and 8.

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EGT, N1 OR N2 OVERLIMIT
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ENGINE WARNINGS (3)

THROTTLE LEVER DISAGREE

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In case of throttle lever disagreement warning, the MASTER CAUTion

comes on and the aural warning sounds.
The failure is shown amber on the upper ECAM display, and the lower
ECAM SD ENGINE page appears.
This warning appears when there is a disagreement between both resolvers
of a throttle lever.
This warning is inhibited in flight phases 4, 5, and 8.

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THROTTLE LEVER DISAGREE

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THROTTLE LEVER FAULT

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In case of throttle lever fault warning, the MASTER CAUTion comes

on and the aural warning sounds.
The failure is shown amber on the upper ECAM display.
This warning appears when both resolvers on one throttle lever are lost.
This warning is inhibited in flight phases 4, 5, and 8.

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THROTTLE LEVER FAULT

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ENGINE WARNINGS (3)

OIL LOW PRESSURE

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In case of oil low pressure warning, the MASTER WARNing flashes

and the aural warning sounds.
The failure is shown red on the upper ECAM display, and the lower
ECAM SD ENGINE page appears.
This warning appears when the oil pressure is lower than 13 PSI.
This warning is inhibited in flight phases 1 and 10.

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OIL LOW PRESSURE

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ENGINE WARNINGS (3)

OIL HIGH TEMPERATURE

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In case of oil high temperature warning, the MASTER CAUTion comes

on and the aural warning sounds.
The failure is shown amber on the upper ECAM display, and the lower
ECAM SD ENGINE page appears.
This warning appears when the engine oil temperature is between 140
degrees Celsius and 155 degrees Celsius for more than 15 minutes, or if
the oil temperature is greater than 155 degrees Celsius.
This warning is inhibited in flight phases 4, 5, 7, and 8.

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OIL HIGH TEMPERATURE

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ENGINE WARNINGS (3)

OIL FILTER CLOG

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In case of oil filter clog warning, the failure is shown amber on the ECAM
displays.
This warning appears when the pressure loss across the main supply oil
filter is excessive (differential pressure greater than 25.5 PSI).
This warning is inhibited in flight phases 4, 5, 7, and 8.

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OIL FILTER CLOG

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ENGINE WARNINGS (3)

FUEL FILTER CLOG

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In case of fuel filter clog warning, the failure is shown amber on the
ECAM displays.
This warning appears when the pressure loss across the fuel filter is
excessive (differential pressure greater than 11.5 PSI).
This warning is inhibited in flight phases 4, 5, 7, and 8.

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FUEL FILTER CLOG

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FUEL FILTER CLOG

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ENGINE MONITORING D/O (3)

INTRODUCTION

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The engine monitoring is carried out by means of the Electronic Control

Unit (ECU) and the vibration monitoring system with a display on the
ECAM.
The ECU receives engine inlet condition data from the Air Data/Inertial
Reference System (ADIRS), operational commands from the Engine
Interface Unit (EIU), and monitoring parameters from the various
dedicated engine sensors.

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PRIMARY PARAMETERS

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The engine primary monitoring parameters displayed on the ECAM EWD

are:
- Low Pressure (LP) rotor speed indication (N1),
- Exhaust Gas Temperature (EGT) indication,
- High Pressure (HP) rotor speed indication (N2),
- Fuel Flow (FF) indication,
- thrust limit mode,
- N1 rating limit.

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PRIMARY PARAMETERS (continued)
ROTATIONAL SPEED PARAMETERS DESCRIPTION

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The N1 speed sensor is installed in the fan frame strut No.6 at the
5:00 o'clock position. It senses the LP rotor assembly rotational speed
and transmits the corresponding signals to the Engine Vibration
Monitoring Unit (EVMU) and the ECU. The N1 rotational speed
indication is shown in the ECAM EWD by a needle and a N1 digital
indication display.
The N2 speed sensor is installed at 6:30 o'clock on the Accessory
Gearbox (AGB) rear face. The N2 speed sensor detects the rotational
speed of the HP rotor assembly and transmits the signal to the EVMU
and the ECU. The N2 rotational speed is indicated in the ECAM EWD.

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PRIMARY PARAMETERS - ROTATIONAL SPEED PARAMETERS DESCRIPTION

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PRIMARY PARAMETERS (continued)
LPT SECTION PARAMETERS DESCRIPTION

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The engine EGT is sensed and averaged by 9 thermocouple probes

located in the T49.5 plane of Low Pressure Turbine (LPT) stage-2
nozzle assembly. The actual engine EGT is displayed in the ECAM
EWD by a needle and an EGT digital indication.

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PRIMARY PARAMETERS - LPT SECTION PARAMETERS DESCRIPTION

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PRIMARY PARAMETERS (continued)
FUEL FLOW PARAMETER DESCRIPTION

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The FF transmitter (XMTR) is mounted at 4 o'clock on the engine

next to the AGB and does not require an electrical power input. The
maximum flow across this XMTR is 6360 kg/hr (14000 lb/hr). The
FF is shown in the ECAM EWD by a FF digital indication.

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PRIMARY PARAMETERS - FUEL FLOW PARAMETER DESCRIPTION

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SECONDARY PARAMETERS
The engine secondary monitoring parameters are displayed on the ECAM
lower SD when it is selected manually or automatically.
The engine secondary parameters that appear permanently in the ECAM
ENGINE page are:
- fuel used indication,
- oil quantity indication,
- oil pressure indication,
- oil temperature indication,
- ignition indication,
- start valve position indication,
- engine bleed pressure,
- vibration indication.
The engine secondary parameters non permanently displayed on the SD
are:
- oil filter clog indication,
- fuel filter clog indication,
- nacelle temperature indication.
On the enhanced system, the same information is provided with a different
display presentation.
Fuel used, oil quantity and vibration indications are also displayed on
the ECAM CRUISE page.

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SECONDARY PARAMETERS
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SECONDARY PARAMETERS
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SECONDARY PARAMETERS
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SECONDARY PARAMETERS (continued)
OIL PARAMETERS DESCRIPTION

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The oil quantity XMTR is located in the oil tank. It is displayed on

ECAM SD.
The oil pressure XMTR is located on the lubrication unit outlet line.
It is displayed on ECAM SD.
An oil temperature sensor for the Engine Condition Monitoring (signal
to EIU) is located on the main oil pressure filter housing of the
lubrication unit, downstream of the pressure pump oil system. It is
displayed on the ECAM SD.
An oil differential pressure switch (also named oil clogging switch)
is installed on the lubrication unit. The pressure switch signal is used
by the ECAM system to generate the main oil filter clog indication
when the oil differential pressure across this filter is comprised
between 29 psig (2 bar) and 33 psig (2.28 bar).
An engine oil temperature sensor for the Integrated Drive Generator
(IDG) cooling system control (signal to ECU) is located above the oil
tank.

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SECONDARY PARAMETERS - OIL PARAMETERS DESCRIPTION

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SECONDARY PARAMETERS - OIL PARAMETERS DESCRIPTION

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SECONDARY PARAMETERS (continued)
VIBRATION PARAMETERS DESCRIPTION

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The No. 1 bearing sensor is formed by an accelerometer located at

9:00 o'clock position on No. 1 and No .2 bearing support and a sensor
cable that is routed through the fan frame. The No. 1 bearing vibration
sensor permanently monitors the vibrations from No. 1 bearing and
the vibrations from LPT and High Pressure Turbine (HPT) shafts. It's
also used to the fan trim balance procedure.
The Turbine Rear Frame (TRF) vibration sensor is installed at 12
o'clock on the front flange of the TRF. The TRF vibration sensor is
used as back-up of N1 bearing accelerometer to monitor and, if
necessary, reduce the engine vibration level using the trim balance
procedure.
The aircraft EVMU uses the vibration and the rotational speed signals
to extract all the vibration signals and compute the position and the
amplitude of the unbalanced signals.
As normal vibration is depending on rotor speed, for each speed, the
EVMU processes the ratio actual value/maxi value. This ratio is
multiplied by 10 and is available on the EVMU output for display on
ECAM SD.

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SECONDARY PARAMETERS - VIBRATION PARAMETERS DESCRIPTION

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SECONDARY PARAMETERS (continued)
FUEL PARAMETERS DESCRIPTION

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The fuel used value computed by the Full Authority Digital Engine
Control (FADEC) is displayed in green on the ECAM SD.
A CLOG message appears in amber, associated with an ECAM
message only when the differential pressure across the fuel filter is
excessive.

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SECONDARY PARAMETERS - FUEL PARAMETERS DESCRIPTION

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SECONDARY PARAMETERS (continued)
NACELLE TEMPERATURE INDICATION

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The nacelle temperature is monitored by a temperature probe installed

in the ventilated core compartment.
The nacelle temperature sensor can provide indication to the ECAM
SD.

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SECONDARY PARAMETERS - NACELLE TEMPERATURE INDICATION

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OPTIONAL PARAMETERS

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The T5 sensor is an optional monitoring sensor that meters the turbine

exhaust temperature.
The P25 optional sensor measures the air pressure downstream of the
booster or the High Pressure Compressor (HPC) inlet.
PS13 is an optional sensor.

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OPTIONAL PARAMETERS
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COMBUSTION AND HPT SECTION PARAMETERS
DESCRIPTION

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Tcase sensor is located between the combustion chambers and the HPT.
The T3 sensor measures the compressor discharge temperature.
The PS3 sensor meters the compressor discharge pressure.

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The T12 sensor is made to measure the engine intake air temperature. It
is installed on the engine fan inlet case at the 1:00 o'clock position.
The PS12 sensor measures the static pressure from the fan inlet.
The T25 sensor is located at 4:30 o'clock upstream of Variable Bleed
Valve (VBV) in the fan frame. The sensor measures the air temperature
downstream of the booster or HPC inlet.

MAINTENANCE COURSE - T2 (CFM56-5B/ME)

70 - POWER PLANT (CFM56-5B)

ENGINE MONITORING D/O (3)

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COMPRESSOR SECTION PARAMETERS DESCRIPTION

MAINTENANCE COURSE - T2 (CFM56-5B/ME)
70 - POWER PLANT (CFM56-5B)

ENGINE MONITORING D/O (3)

May 10, 2006

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AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE U3T06191
MAY 2006
PRINTED IN FRANCE
AIRBUS S.A.S. 2006
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY
WITH BAE SYSTEMS