CFM56 5A 5B Differences

Technical Training

CFM56‐5A / ‐5B Engine Differences

‐ 5A ‐ 5B

C F M 5 6 ‐ 5 A 3 ( A 3 2 0 ) C F M 5 6 ‐ 5 B 3 / P ( A 3 2 1 )History:‐ First engine to test (FETT) = January 1986‐ First flight on B707 FTB = June 1986‐ Engine certification = August 1987‐ Entry into service = April 1988

History:‐ First engine to test (FETT) = October 1991 (with DAC = March 1993)‐ First flight on B707 FTB = September 1992‐ Engine certification = May 1993‐ Entry into service = March 1994 (with DAC = February 1995)

Engine Characteristics:‐ Length = 95.4 inches‐ Fan diameter = 68.3 inches‐ Basic dry weight = 4,995 lbs

Engine Characteristics:‐ Length = 102.5 inches‐ Fan diameter = 68.3 inches (same)‐ Basic dry weight = 5,250 lbs

Takeoff Conditions:‐ Max Takeoff Thrust = 26,500 lbs‐ Airflow = 876 lb/sec‐ Bypass ratio = 6.0

Takeoff Conditions:‐ Max Takeoff Thrust = 33,000 lbs‐ Airflow = 968 lbs/sec‐ Bypass ratio = 5.4

I fli h f (3 000 f h 0 8 ISA) I fli h f (3 000 f h 0 8 ISA)

Technical TrainingCFM56‐5A / ‐5B Engine Differences

In‐flight Performance (35,000 ft, Mach 0.8, ISA):‐ Max Climb Thrust = 5,260 lbs‐ Overall pressure ratio at max climb = 31.3‐ Max Cruise Thrust = 5,000 lbs

In‐flight Performance (35,000 ft, Mach 0.8, ISA):‐ Max Climb Thrust = 6,420 lbs‐ Overall pressure ratio at max climb = 35.5‐ Max Cruise Thrust = 5,840 lbs

Engine Parameters:‐ Max EGT Red Line = 890ºC (flashes Amber above 855ºC)‐ EGT exceedance (takeoff) requiring maint action @ 890ºC‐ EGT limit (Climb, Cruise, Max Cont) = 855ºC‐ 100% N1 = 4904 rpm

Engine Parameters:‐ Max EGT Red Line = 950ºC (flashes Amber above 915ºC)‐ EGT exceedance (takeoff) requiring maint action @ 950ºC‐ EGT limit (Climb, Cruise, Max Cont) = 915ºC‐ 100% N1 = 5000 rpmNew Technology: (See Appendix A)‐ New advanced fan aerodynamic design‐ CFM56‐5C core‐ Double annular combustor (DAC) option; reduces NOx emissions by 45%‐ HPT airfoils in higher temperature capability material

GF-TT / CFM-Diff / Jun-08 / Rev-00 For Training Purpose Only (Always refer to AMM)

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C F M 5 6 ‐ 5 A 3 ( A 3 2 0 ) C F M 5 6 ‐ 5 B 3 / P ( A 3 2 1 )


Fan Cowls: (See Appendix B)1. Air outlet vents are located in upper quadrants on LH and RH cowls 2. Access door on LH fan cowl provides access for: ‐ Engine oil servicing ‐ Inspection of hydraulic filter clogging3. Access door on RH fan cowl: ‐ Only provides access to the start valve manual override4. Separate pressure relief door located on RH fan cowl at 5:30 O'clock

Fan Cowls: (See Appendix B)1. Air outlet vent is located in the RH cowl lower aft section2. Access door on LH fan cowl provides access for: ‐ Engine oil servicing ‐ Inspection of hydraulic filter clogging + oil MCD pop‐out indicator3. Access door on RH fan cowl: ‐ Provides access to the start valve manual override ‐ Acts as a pressure relief door

LPC: (See Appendix C1 ‐ C4)‐ Consists of 4 stages, with one borescope port for LPC inspection‐ Fan blades equipped with individual blades retainers, dampers and dampers retainers‐ Separate O ring seal at the aft attachment of rear spinner coneOGV i l

LPC: (See Appendix C1 ‐ C4)‐ Consists of 5 stages, with two borescope ports for LPC inspection‐ Fan blades have machined lugs at their rear ends instead of the individual retainers (does not have dampers or damper retainers)‐ Rear cone has an integrated air seal that is glued to its inner rear flangeOGV d l i h lli l di d‐ OGVs are single ‐ OGVs are dual vanes with metallic leading edge strap

TRF Bearing Vibration sensor: (See Appendix D1)‐ Sensor located at the 12 O'clock position on the turbine frame‐ A semi‐rigid cable connects the sensor to an electrical connector, which is secured on a bracket on the core engine at the 10 O'clock position

TRF Bearing Vibration sensor (different P/N): (See Appendix D2)‐ Sensor located at the 12 O'clock position on the turbine frame‐ A semi‐rigid cable connects the sensor to an electrical connector, which is secured on a bracket on the core engine at the 1 O'clock position

Thrust Reverser:‐ No hydraulic shutoff valve (SOV)

Thrust Reverser: ‐ Has an independent locking system consisting of a hydraulic SOV, upstream of HCU, electrically actuated from and independent signal from SEC, bypassing the FADEC command circuit (See Appendix E1)‐ SOV is equipped with a filter and clog indicator and is located under pylon access by opening LH fan cowl (See Appendix E2)

Engine Wiring Harnesses: (See Appendix F)‐ Hot section harnesses are same as on ‐5B except BSV connection‐ Cold section harnesses are designated: HJ7, HJ8, HJ9, HJ10, HJ11, HJ12, HJ13

Engine Wiring Harnesses: (See Appendix F)‐ Hot section harnesses are same as on ‐5A except TBV connection‐ Cold section harnesses are designated: HJ7, HJ8, HJ9, HJ10, HJ11, HJ12, HJ13, DPM ** DPM is the harness routed from the Master Chip Detector (MCD) to the visual contamination indicator


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C F M 5 6 ‐ 5 A 3 ( A 3 2 0 ) C F M 5 6 ‐ 5 B 3 / P ( A 3 2 1 )


Engine Identification Plug: (See Appendix G)Supplies the following configuration data codes to the ECU:‐ Engine model, thrust rating / bump, engine condition monitoring (PMUX option)

Engine Identification Plug: (See Appendix G)Supplies the following configuration data codes to the ECU:‐ Engine model, thrust rating / bump, engine configuration (5B or 5B/P), engine combustion type (SAC/DAC), N1 trim level, engine condition monitoring (PMUX option), engine acoustic package, overthrust protection (TCMA shutdown) disabled, nacelle active cooling (NACTB) for DAC engines

Derated Take off:‐ Not provided for the CFM56‐5A engines

Derated Take‐off (option): (See Appendix H)‐ Provided to achieve take‐off power levels below the maximum level‐ If option installed, FADEC unit may set a derated take‐off level depending on a value from 1 to 6 entered through the MCDU‐ Priority defaults to the highest derated take‐off thrust level ‐ Derated take‐off mode is only set if the engine is running and the aircraft is on h d H h N1 d hi h i b h A C i h d dthe ground. However, the N1 speed, which is set by the FADEC in the derated take‐off mode, may be displayed by an input of a valid derated take‐off level value and setting the TRA to the appropriate positions, before the engine is stared.

N1 Trim:‐ Not provided on the CFM56‐5A engines

N1 Trim: (See Appendix J)‐ ECU uses N1 discrete modifier to reduce thrust differences (due engine build‐up tolerances) between individual engines operating at same N1‐ N1 trim levels (or modifiers) are determined during the test cell run and the N1 trim is only active beyond MCT setting‐ N1 command is reduced within the ECU, which reduces N1 actual speed by a certain percentage so that different thrust outputs can be matched‐ Flight deck N1 indication remains unaffected, except when indicated N1 gets closer to the indicated red line. In that case, the ECU takes into account the N1 trim level (wash out) so that the indicated N1 really equals the physical N1 (to prevent a wrong overspeed warning)


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C F M 5 6 ‐ 5 A 3 ( A 3 2 0 ) C F M 5 6 ‐ 5 B 3 / P ( A 3 2 1 )


Burner Staging Valve (BSV):‐ Installed

Burner Staging Valve (BSV):‐ Not installed

Fuel Distribution:‐ Two fuel manifolds: Staged and unstaged; each with 10 fuel nozzles

Fuel Distribution:‐ A single fuel manifold; with 20 fuel nozzles

Fuel / Oil Heat Exchanger: (See Appendix K)‐ Does not have an internal filter

Fuel / Oil Heat Exchanger: (See Appendix K)‐ Has an internal filter

Servo Fuel Heater: (See Appendix L)‐ Does not have an internal filter

Servo Fuel Heater: (See Appendix L)‐ Has an internal Filter

HMU: (See Appendix M)‐ Has 6 torque motors: out of which one is not used‐ Has 2 solenoids: one for BSV & the other for Master switch

HMU: (See Appendix M)‐ Has 6 torque motors: all are used; the extra one controls the TBV ‐ Has one solenoid only for the Master switch

IDG Oil Cooler: (See Appendix N)‐ Installed on fan case, in front of the AGB, at 5:30 O'clock position

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IDG Oil Cooler: (See Appendix N)‐ Installed on fan case, just above the engine oil tank, at 9:30 O'clock

i‐ Tubular Type, removable core‐ Contains a pressure relief valve

‐ Matrix type‐ Contains a bypass valve

Fuel Return Valve (FRV):‐ Located on Left Fan case at 8:30 O'clock position

Fuel Return Valve (FRV):‐ Located on Left Fan case at 10 O'clock position

HPTCC: (See Appendix P1 & P2)‐ Uses HPC 5th & 9th stages air to cool HPT case

HPTCC: (See Appendix P3 & P4)‐ Uses HPC 4th & 9th stages air to cool HPT case

Transient Bleed Valve (TBV):‐ Not installed

Transient Bleed Valve (TBV): (See Appendix R)‐ Is a two position (either fully open or fully closed), fuel‐actuated, butterfly valve Installed on HPC case at 7:30 O'clock position‐ Improves HPC stall margin during engine starting and rapid transient‐ Ducts HPC stage 9 bleed air into LPT stage 1 nozzle‐ Actuator has two LVDT electrical connectors


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C F M 5 6 ‐ 5 A 3 ( A 3 2 0 ) C F M 5 6 ‐ 5 B 3 / P ( A 3 2 1 )


Oil Distribution: (See Appendix S1)‐ One oil supply filter with clog indication only by visual pop‐out indicator‐ Before entering lube unit, scavenge oil pass through 4 strainers equipped with magnetic chip detectors and a common scavenge filter (See App. S3)‐ There is no master magnetic chip detector‐ Scavenge filter clogging indicated by visual pop‐out indicator and also by a switch for flight deck indication

Oil Distribution: (See Appendix S2)‐ Main oil supply filter and a Backup filter in case of main filter clogging‐ Main filter clogging monitored by a switch for flight deck indication‐ Before entering lube unit, scavenge oil pass through 4 scavenge screens having a provision for installing optional magnetic bars (See App. S3)‐ After passing lube unit, scavenge oil pass through master MCD ‐ There is no scavenge filter

Oil Temperature Sensor: (See Appendix T)‐ Has no flange

Oil Temperature Sensor: (See Appendix T)‐ Has a flange, designed for one‐way installation

Oil Differential Pressure Switch (Filter Clog): (See Appendix U)‐ Bracketed on the engine above the scavenge filter

Oil Differential Pressure Switch (Filter Clog): (See Appendix U)‐ Located on the main oil filter mounted on the lube unit

Lube pump installation: (See Appendix V1)‐ No alignment hole

Lube pump installation: (See Appendix V2)‐ There is an alignment hole to align with a pin on the AGB to facilitate installation of the lube unit

Master Magnetic Chip Detector:‐Not Installed

Master Magnetic Chip Detector (MCD): (See Appendix W)‐ Installed on the lubrication unit and is connected to an oil contamination pop‐out indicator, through the DPM wiring harness‐ For installation, once the probe is installed, make sure the 2 red witness lines are aligned

Master Chip Detector Visual Pop‐out Indicator:‐ Not installed

Master Chip Detector Visual Pop‐out Indicator: (See Appendix Y)‐ Works in conjunction with the MCD to provide a visual indication of magnetic chip contamination in the oil circuit‐ Located on the left hand side of fan case, just above the oil tank‐ Inspected via the oil tank servicing access panel‐ Has 2 electrical connectors; one for DPM wiring harness connecting to MCD and the other for harness connecting to EIU for 28 VDC‐ After maintenance action, the pop‐out indicator must be manually reset as per AMM Task 79‐21‐30‐440‐001


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Appendix ACFM56‐5B New Technology


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Appendix BFan Cowls

‐ 5A ‐ 5B


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Appendix C1Low Pressure Compressor

‐ 5A

‐ 5B


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Appendix C2Fan Blades

‐ 5A ‐ 5B


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Appendix C3Rear Spinner Cone Seal

‐ 5A ‐ 5B


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Appendix C4Outlet Guide Vanes

‐ 5A ‐ 5B


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Appendix D1TRF Bearing Vibration Sensor

‐ 5A


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Appendix D2TRF Bearing Vibration Sensor

‐ 5B


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Appendix E1Thrust Reverser Hydraulic Shutoff Valve

‐ 5B


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Appendix E2Thrust Reverser Shutoff Valve & Filter

‐ 5B


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Appendix FEngine Wiring Harnesses


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Appendix GEngine Identification Plug

‐ 5A ‐ 5B


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Appendix HDe‐Rated Takeoff

‐ 5B


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Appendix JN1 Trim

‐ 5B


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Appendix KFuel / Oil Heat Exchanger

* only on ‐ 5B


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Appendix LServo Fuel Heater

‐ 5A ‐ 5B


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Appendix MHydro‐Mechanical Unit (HMU)

‐ 5A ‐ 5B


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Appendix NIDG Oil Cooler

‐ 5A ‐ 5B


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Appendix P1HPTCC System Location

‐ 5A


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Appendix P2HPTCC Valve

‐ 5A


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Appendix P3HPTCC System Location

‐ 5B


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Appendix P4HPTCC Valve

‐ 5B


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Appendix RTransient Bleed Valve (TBV)

‐ 5B


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Appendix S1Engine Oil Distribution

‐ 5A


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Appendix S2Engine Oil Distribution

‐ 5B


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Appendix S3Scavenge Oil Strainers / Screens

‐ 5A ‐ 5B


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Appendix TOil Temperature Sensor

‐ 5A ‐ 5B


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Appendix UOil Differential Pressure Switch (Filter Clog)

‐ 5A ‐ 5B


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Appendix V1Lube Pump

‐ 5A


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Appendix V2Lube Pump

‐ 5B


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Appendix WMaster Magnetic Chip Detector (MCD)

‐ 5B


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Appendix YMaster Chip Detector Visual Pop‐out Indicator

‐ 5B


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CFM56 5A 5B Differences

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