Power Plant (CFM 56-5B)

The first part deals with the engine built up engine unit equipment, the
CFM56-5B is designed in four major modules, which are:

1. The Fan and LP Compressor module.

2. The HP Compressor, combustion chamber and HP Turbine
module
3. The LP Turbine & Turbine rear frame module
4. The Accessory gearbox module, where the different accessories
are installed.

Let see the location of these accessories. First, on the front face of the
AGB we can identify the lubrication unit, the engine driven hydraulic
pump, the ECU alternator, notice the location of the hand cranking
drive pad used during the boroscope inspection and the Integrated
Drive Generator (IDG).

Now on the Accessory gearbox rear face we can identify: the air
startor, the fuel pump assembly and the N2 speed sensor. Again the
fuel pump assembly unit with the Hydro Mechanical Unit (HMU)

The fan which produces the most of thrust consists of 36 fan blades
made of titanium alloy, an abraidable lining ensures fan blade tip
clearance improve efficiency, here between the fan blades we can see
the inlet guide vanes of the LP Compressor.

A fan blade can be easily changed in line maintenance after removing

the spinner cone assembly, the rear spinner cone is fitted with trim
balance screws, a reference dent marks the blade number 1.

In the engine inlet, are located the temperature and pressure sensors
related to aerodynamic station 12, which are the PS12 pressure
sensors which are located at 1, 4 and 8 O’clock positions and T12
temperature sensor located at the 11 O’clock position.

Now we continue with the components located at the right hand fan
case, the Electronic Control Unit (ECU) of the FADEC system is installed
at this zone, it has 3 main sides. On the left hand side all the pressure
lines from the different pressure sensors enter directly into a pressure
transmitter receptacle heart of the ECU, one of these entry ports is
open because it corresponds to P0 pressure sensor.

On the bottom side, there are all the electrical harness connectors for
channels A and B, two of these connectors are for a specific
requirements, one is used for engine identification plug and the second
for the connection of the test equipments. Note that the engine
identification plug remains on the engine when the ECU is removed,
this plug contains data characteristics, engine serial number,
maximum thrust take-off and etc. the same characteristics that can be
read on the engine data plate.

On the right side of the ECU as the ECU is air cooled the computer is
fitted with a cooling air inlet and inlet and outlet interfaces, concerning
the electrical power supply the FADEC, the ECU has its own dedicated
alternator located at the AGB front face.

Located above the ECU, we find the ignition boxes, the two ignition
boxes are related to ignition 1 and ignition 2 circuits. Each box is
designed to deliver high voltage to the ignition plugs through ignition
leads, precautions have to be taken before working on the ignition
boxes, the voltage output could be dangerous. The ignition leads are
then routed up to the ignition plugs. The part of the ignition lead along
the engine core zone is fan air cooled, the air is then discharged at the
ignition plug coupling nut through a cooling shroud. There are 2
ignition plugs (igniters), one on the right hand side of the engine the 4
O’clock position corresponding to system A and one at the left hand
side of the engine at the 8 O’clock position corresponding to system B.

Now lets see the engine starting components, a pneumatic start valve
is installed on the duct valve going to pneumatic start valve going to
the pneumatic starter located in the AGB. The start valve which is
electrically controlled and pneumatically operated has a manual
override handle to manually operate the valve during abnormal starts,
before operating the manual override handle the operator has to press
a wrench button to release the butterfly valve actuator, the manual
override handle can also be used as external visual indicator to verify
the position of the butterfly. Note only operate the manual override
handle with starter system pressurized, otherwise you may damage
the valve.
When looking at the pneumatic starter we can identify the servicing
ports and the v-clamp installation.

Now let see the engine vibration components, all the engine vibration
parameters are collected through a remote charge convertor, this
convertor then sends the vibration signals to the Engine Vibration
Monitoring Unit (EVMU). There are 2 vibration sensors on the engine,
one is installed on the LP Compressor module one the no1 bearing
support it is called the No. 1 bearing vibration sensor, only its
connector is visible from outside on the right hand fan case and the
second located on the Turbine rear frame is used as a back-up
accelerometer in case of failure of No. 1 engine vibration sensor, which
is not line replaceable. This second accelerometer is also used with the
first one for balancing purposes.
For engine speed indicating and monitoring 2 speed sensing are
provided on the engine. The 1 located on the right hand side of the fan
case is the N1 Speed Sensor which is sensed at the No2 bearing
compartment, and the second located on the AGB rear face is for the
N2 speed, each of these speed sensors has three connectors (chA, chB
and EVMU).

Now lets continue with the components located at the right hand side
of the engine core but first of all have a look the fan discharge casing,
when looking forward we can see the struts and the fan outlet guide
vanes outlet. For boroscope inspection of the LP Compressor 2 open
holes are provided at the fan duct panels located at approximately the
4 O’clock position.

The HP compressor inlet temperature is monitored by the T25 sensor

located at the fan frame compressor case. On the HP Compressor case,
the engine is equipped with a variable stator vane system for
compressor airflow control. The compressor stator vanes are in four
unison rings.
Now when looking at the HP compressor bottom line, we can see
boroscope ports, there is a boroscope port for each stage of the HP
Compressor at stages 1&2, stage 3&4, stages 5&6 and stages 7, 8 and
9 which the bolts are longer and bigger.

Now we continue with the Combustion section chamber, the

combustion chamber is equipped with 20 fuel nozzles and 2 ignition
plugs. Fuel for combustion is fed by means of 2 fuel manifolds, each of
them supplies 10 nozzles. Each fuel nozzle has a shroud drain line
connected to a separated drain manifold.
Note that the fuel nozzles installed at a normal place are marked with
a blue caller and the fuel nozzles near the ignition plugs are marked in
silver caller because they are of a wider spray type to improve lighting
up.

The fuel distribution is ensured by a Burner Staging Valve installed at

approximately the 6 o’clock position on the HP Compressor case, this
valve either delivers fuel to 10 nozzles at a low power or to 20 nozzles
at high power.

Now have a look at the combustion chamber case, where the

boroscope ports are located. Four boroscope ports are located around
the combuster case. 2 boroscope ports are provided around the HP
Turbine case, these ports are used to inspect the HP Turbine blades,
note that the ignitor ports can be used for inspection of the HP Turbine
nozzle assembly.

Right hand side of engine core, active clearance control system

LPTACC valve and HPTACC VALVE,
Fan air from a scope coming cowl air, for external air cooling for lp
turbine
4th and 9th stage for cooling or heating of the hp shroud structure.
Visual open close position.

The rear center vent tube and flame arrestor,

Left hand side of engine core, the RACSB valve
Top of engine 2 attach mounts (FWD mount, AFT mount)
For exhaust gas temperature,
On the pneumatic system, 5th stage for IP pressure and 9th stage for
high pressure, hp bleed valve on hp bleed duct, bleed pressure
regulating valve on the common duct.

Fire detection, 2 fire sensing elements are installed for engine core, 2
more are in pylon zone and 2 other on the AGB. Fire detector
responding housing.

There are 2 VSV actuator and has LVDT for position feedback. VBV for
compressor airflow control. 12 VBV actuated by fuel gear motor, other
11 by flexible shaft and has RVDT for position feedback.

Fan case left hand side, fuel system components, fuel pump on AGB, it
consists of 2 pumps LP and HP stages and fuel filter, with is disposable
catridge type. For monitoring the fuel diff pressure switch. On the AGB
the HMU is fitted with fuel pump assembly. The HMU has several
torque motors and solenoid. The fuel is heated and used to cool engine
oil. Part of fuel used as servo pressure by HMU to actuate of subsytems
VBV, VSV, ACCs

Fuel metered from HMU and passes through fuel flow meter, then fuel
is directed to combustion chamber, part of fuel used to cool IDG oil
cooling. IDG oil cooler and fuel return valve located on fan case upper
engine case.

Now lets continue with the engine oil system components, the engine
oil is contained in the oil tank located on the fan case left hand side. Oil
from the tank passes first through an anti-siphon device before
entering into the lubrication unit, this anti-siphon device prevents the
tank from being drained by the pressure supply pump during engine
shut-down.
The lubrication unit installed on the AGB contains a supply pump for
bearing and gear lubrication and four scavenge pumps for scavenge
services. The lubrication unit has two filters, the main oil supply filter
and the back-up filter which is used when the main oil supply filter is
clogged. The main oil supply filter is disposable and the back-up filter
is self-cleanable. The lubrication unit is also equipped with an oil
clogging switch and oil temperature switch for indicating (ECAM), an
electrical master chip detector is installed on the lubrication unit on the
main return and scavenge line. In case of oil contamination by metal
particles the master chip detector operates a visual pop-out indicator
located just above the oil tank. The indicator is red when popped-out.
In case of pop-out, four optional chip detectors have to be installed
instead of scavenge screen plugs for troubleshooting. To maintain
engine oil temperature within limits the scavenge oil is cooled through
the main oil/fuel heat exchanger and servo fuel heater. For pressure
monitoring, a low oil pressure switch and pressure transmitter are
provided on the engine they are both located on the left hand side of
the fan case at approximately the 09:30 O’clock position. The oil tank
which is in one piece made of light aluminum casting has a total
capacity of 24 US Quarts (22.7 Liters). An oil quantity transmitter is
installed on it for oil quantity measurement. For servicing two ports
and a sight gauge are provided. There is also a filler cap for gravity
filling with a scraper drain, do not remove the filler cap immediately
after engine operation, let the oil pressure decrease for a minimum of
5 minutes after engine shut-down, if you open the filler cap before the
pressure decreases, hot oil may gush out and could cause severe
burns. To drain the oil tank a drain plug is installed at the bottom of
the tank, when the drain plug is removed an internal check valve
prevents the oil from pouring out.

Now lets see the engine drain system, the systems consists of a drain
collector, a drain module and a drain mast. The drain collectors has
several cylinders to collect the different fluids. The collected fluids from
the drain collector are then drained to the drain mast via the drain
module. Four manual push to drain valves are provided from which
accessory of element the leakage is coming.

The components interfacing with the aircraft systems. First, concerning

fire detection, remember that fire sensing elements are also installed
on the AGB, concerning the hydraulic pump installed on the AGB front
face, there is a case drain filter located on the left fan case, this case
drain filter has a visual pop out indicator, above the case drain filter
location we find the hydraulic low pressure switch. Finally, the IDG, lets
see some details, the servicing ports, over flow and pressure filling, the
reset ring for manual IDG reconnection purposes, the drain plug for
drainage, and for servicing the location of the oil level sight guage.
 Part II

The engine periphery is enclosed by cowls which form the nacelle, the
cowls assembly consists of inlet cowl, fan cowl door and thrust
reversers “C” duct cowl door. Concerning the engine drains at the
bottom of the nacelle we can see here the frangible drain mast which
protrudes the cowl doors into the air stream. On the nacelle left hand
side are located several access doors for servicing and maintenance.
On the left fan cowl door there is a quick access panel for engine oil
servicing. On the left thrust reverser C duct cowl door there are on
each pivoting door an access panel for the thrust reverser system
actuator and a lockout fairing plate for flight lock out deactivation.
Between the two pivoting door is the deploy switch access door and
then on the lower pivoting door are the same element on the top
pivoting door.

Now lets continue with the engine air intake, on the inlet cowl are two
identical air inlet scoops for fan compartment ventilation one at the top
and one at the bottom. They are used to ventilate the fan
compartment accessories and components, the air in taken is then
discharged over board after ventilation through an air outlet grid
located the bottom of the right fan cowl door. On the fan cowl door
notice the position of the aerodynamic strake. Other access panels are
installed on the right hand side for the reverser system and on the
right hand door the air starter manual override, this panel is also used
as relieve door in case of starter duct burs. Another thing we can see
here is one of the hoisting points of the fan cowl door. When looking at
the rear part of the pylon we can located the pylon drain

Engine Borescope Inspection

First of all a rotator kit is installed on the cranking pad near the starter
for manual drive of the hp rotor. Then, to inspect the effected section,
the corresponding port covers have to be removed.

The borescope removed are:

HP compressor: stage 3 – stage 4 – stage 7 and 8 – stage 9 and 10 –

stage 11 and 12

HP turbine: stage 1 and 2 – stage 2 and LP turbine.

The borescope inspection requires skill and competence, when

inserting the borescope probe we can examine the blades and by
turning the compressor we can detect if there are some cracks, nicks
or tip damages.