CTC-235 NACELLE Dec09

TRAINING MANUAL
CFM56-5a/-5b
nacelle
DECEMBER 2009
CTC-235 Level 3
TOC
CFM56-ALL TRAINING MANUAL
Published by CFMI
CFMI Customer Training Center CFMI Customer Training Services

Snecma Services GE Aircraft Engines
Site de Melun-Montereau, Customer Technical Education Center
Aérodrome de Villaroche 123 Merchant Street
Chemin de Viercy, B.P. 1936, Mail Drop Y2
77019 - Melun Cedex Cincinnati, Ohio 45246
FRANCE USA
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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
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lexis
EFFECTIVITY Page
ALL CFM56 ENGINES LEXIS
Issue 02
CFMI Proprietary Information
TOC
A ATC AUTOTHROTTLE COMPUTER

A/C AIRCRAFT ATHR AUTO THRUST
AC ALTERNATING CURRENT ATO ABORTED TAKE OFF
ACARS AIRCRAFT COMMUNICATION AVM AIRCRAFT VIBRATION MONITORING
ADRESSING and REPORTING SYSTEM
ACAU AIR CONDITIONING ACCESSORY UNIT B
ACMS AIRCRAFT CONDITION MONITORING SYSTEM BITE BUILT IN TEST EQUIPMENT
ACS AIRCRAFT CONTROL SYSTEM BMC BLEED MANAGEMENT COMPUTER
ADC AIR DATA COMPUTER BPRV BLEED PRESSURE REGULATING VALVE
ADEPT AIRLINE DATA ENGINE PERFORMANCE BSI BORESCOPE INSPECTION
TREND BSV BURNER STAGING VALVE (SAC)
ADIRS AIR DATA AND INERTIAL REFERENCE BSV BURNER SELECTION VALVE (DAC)
SYSTEM BVCS BLEED VALVE CONTROL SOLENOID
ADIRU AIR DATA AND INERTIAL REFERENCE
UNIT C
AGB ACCESSORY GEARBOX C CELSIUS or CENTIGRADE
AIDS AIRCRAFT INTEGRATED DATA SYSTEM CAS CALIBRATED AIR SPEED
ALF AFT LOOKING FORWARD CBP (HP) COMPRESSOR BLEED PRESSURE
ALT ALTITUDE CCDL CROSS CHANNEL DATA LINK
ALTN ALTERNATE CCFG COMPACT CONSTANT FREQUENCY
AMB AMBIENT GENERATOR
AMM AIRCRAFT MAINTENANCE MANUAL CCU COMPUTER CONTROL UNIT
AOG AIRCRAFT ON GROUND CCW COUNTER CLOCKWISE
A/P AIRPLANE CDP (HP) COMPRESSOR DISCHARGE PRESSURE
APU AUXILIARY POWER UNIT CDS COMMON DISPLAY SYSTEM
ARINC AERONAUTICAL RADIO, INC. CDU CONTROL DISPLAY UNIT
(SPECIFICATION) CFDIU CENTRALIZED FAULT DISPLAY
ASM AUTOTHROTTLE SERVO MECHANISM INTERFACE UNIT
A/T AUTOTHROTTLE CFDS CENTRALIZED FAULT DISPLAY SYSTEM
ATA AIR TRANSPORT ASSOCIATION CFMI JOINT GE/SNECMA COMPANY (CFM
EFFECTIVITY Page
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INTERNATIONAL) DCU DATA CONVERSION UNIT

CG CENTER OF GRAVITY DCV DIRECTIONAL CONTROL VALVE BOEING
Ch A channel A DEU DISPLAY ELECTRONIC UNIT
Ch B channel B DFCS DIGITAL FLIGHT CONTROL SYSTEM
CHATV CHANNEL ACTIVE DFDAU DIGITAL FLIGHT DATA ACQUISITION
CIP(HP) COMPRESSOR INLET PRESSURE UNIT
CIT(HP) COMPRESSOR INLET TEMPERATURE DFDRS DIGITAL FLIGHT DATA RECORDING
cm.g CENTIMETER X GRAMS SYSTEM
CMC CENTRALIZED MAINTENANCE COMPUTER DISC DISCRETE
CMM COMPONENT MAINTENANCE MANUAL DIU DIGITAL INTERFACE UNIT
CMS CENTRALIZED MAINTENANCE SYSTEM DMC DISPLAY MANAGEMENT COMPUTER
CMS CENTRAL MAINTENANCE SYSTEM DMD DEMAND
CODEP HIGH TEMPERATURE COATING DMS DEBRIS MONITORING SYSTEM
CONT CONTINUOUS DMU DATA MANAGEMENT UNIT
CPU CENTRAL PROCESSING UNIT DOD DOMESTIC OBJECT DAMAGE
CRT CATHODE RAY TUBE DPU DIGITAL PROCESSING MODULE
CSD CONSTANT SPEED DRIVE DRT DE-RATED TAKE-OFF
CSI CYCLES SINCE INSTALLATION
CSN CYCLES SINCE NEW E
CTAI COWL THERMAL ANTI-ICING EAU ENGINE ACCESSORY UNIT
CTEC CUSTOMER TECHNICAL EDUCATION CENTER EBU ENGINE BUILDUP UNIT
CTL CONTROL ECA ELECTRICAL CHASSIS ASSEMBLY
Cu.Ni.In COPPER.NICKEL.INDIUM ECAM ELECTRONIC CENTRALIZED AIRCRAFT
CW CLOCKWISE MONITORING
ECS ENVIRONMENTAL CONTROL SYSTEM
D ECU ELECTRONIC CONTROL UNIT
DAC DOUBLE ANNULAR COMBUSTOR EE ELECTRONIC EQUIPMENT
DAMV DOUBLE ANNULAR MODULATED VALVE EEC ELECTRONIC ENGINE CONTROL
DAR DIGITAL ACMS RECORDER EFH ENGINE FLIGHT HOURS
DC DIRECT CURRENT EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM
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EGT EXHAUST GAS TEMPERATURE FDIU FLIGHT DATA INTERFACE UNIT

EHSV ELECTRO-HYDRAULIC SERVO VALVE FDRS FLIGHT DATA RECORDING SYSTEM
EICAS ENGINE INDICATING AND CREW FDU FIRE DETECTION UNIT
ALERTING SYSTEM FEIM FIELD ENGINEERING INVESTIGATION MEMO
EIS ELECTRONIC INSTRUMENT SYSTEM FF FUEL FLOW (see Wf) -7B
EIU ENGINE INTERFACE UNIT FFCCV FAN FRAME/COMPRESSOR CASE
EIVMU ENGINE INTERFACE AND VIBRATION VERTICAL (VIBRATION SENSOR)
MONITORING UNIT FI FLIGHT IDLE (F/I)
EMF ELECTROMOTIVE FORCE FIM FAULT ISOLATION MANUAL
EMI ELECTRO MAGNETIC INTERFERENCE FIN FUNCTIONAL ITEM NUMBER
EMU ENGINE MAINTENANCE UNIT FIT FAN INLET TEMPERATURE
EPROM ERASABLE PROGRAMMABLE READ FLA FORWARD LOOKING AFT
ONLY MEMORY FLX TO FLEXIBLE TAKE-OFF
(E)EPROM (ELECTRICALLY) ERASABLE FMC FLIGHT MANAGEMENT COMPUTER
PROGRAMMABLE READ ONLY MEMORY FMCS FLIGHT MANAGEMENT COMPUTER SYSTEM
ESN ENGINE SERIAL NUMBER FMGC FLIGHT MANAGEMENT AND GUIDANCE
ETOPS EXTENDED TWIN OPERATION SYSTEMS COMPUTER
EWD/SD ENGINE WARNING DISPLAY / SYSTEM FMGEC FLIGHT MANAGEMENT AND GUIDANCE
DISPLAY ENVELOPE COMPUTER
FMS FLIGHT MANAGEMENT SYSTEM
F FMV FUEL METERING VALVE
F FARENHEIT FOD FOREIGN OBJECT DAMAGE
FAA FEDERAL AVIATION AGENCY FPA FRONT PANEL ASSEMBLY
FADEC FULL AUTHORITY DIGITAL ENGINE FPI FLUORESCENT PENETRANT INSPECTION
CONTROL FQIS FUEL QUANTITY INDICATING SYSTEM
FAR FUEL/AIR RATIO FRV FUEL RETURN VALVE
FCC FLIGHT CONTROL COMPUTER FWC FAULT WARNING COMPUTER
FCU FLIGHT CONTROL UNIT FWD FORWARD
FDAMS FLIGHT DATA ACQUISITION &
MANAGEMENT SYSTEM G
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g.in GRAM X INCHES Hz HERTZ (CYCLES PER SECOND)

GE GENERAL ELECTRIC
GEAE GENERAL ELECTRIC AIRCRAFT ENGINES I
GEM GROUND-BASED ENGINE MONITORING I/O INPUT/OUTPUT
GI GROUND IDLE (G/I) IAS INDICATED AIR SPEED
GMM GROUND MAINTENANCE MODE ID INSIDE DIAMETER
GMT GREENWICH MEAN TIME ID PLUG IDENTIFICATION PLUG
GND GROUND IDG INTEGRATED DRIVE GENERATOR
GPH GALLON PER HOUR IFSD IN FLIGHT SHUT DOWN
GPU GROUND POWER UNIT IGB INLET GEARBOX
GSE GROUND SUPPORT EQUIPMENT IGN IGNITION
IGV INLET GUIDE VANE
H in. INCH
HCF HIGH CYCLE FATIGUE IOM INPUT OUTPUT MODULE
HCU HYDRAULIC CONTROL UNIT IPB ILLUSTRATED PARTS BREAKDOWN
HDS HORIZONTAL DRIVE SHAFT IPC ILLUSTRATED PARTS CATALOG
HMU HYDROMECHANICAL UNIT IPCV INTERMEDIATE PRESSURE CHECK VALVE
HP HIGH PRESSURE IPS INCHES PER SECOND
HPC HIGH PRESSURE COMPRESSOR IR INFRA RED
HPCR HIGH PRESSURE COMPRESSOR ROTOR
HPRV HIGH PRESSURE REGULATING VALVE K
HPSOV HIGH PRESSURE SHUT-OFF VALVE °K KELVIN
HPT HIGH PRESSURE TURBINE k X 1000
HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE) KIAS INDICATED AIR SPEED IN KNOTS
CLEARANCE CONTROL kV KILOVOLTS
HPTC HIGH PRESSURE TURBINE CLEARANCE Kph KILOGRAMS PER HOUR
HPTCCV HIGH PRESSURE TURBINE CLEARANCE
CONTROL VALVE L
HPTN HIGH PRESSURE TURBINE NOZZLE L LEFT
HPTR HIGH PRESSURE TURBINE ROTOR L/H LEFT HAND
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lbs. POUNDS, WEIGHT MMEL MAIN MINIMUM EQUIPMENT LIST

LCD LIQUID CRYSTAL DISPLAY MO AIRCRAFT SPEED MACH NUMBER
LCF LOW CYCLE FATIGUE MPA MAXIMUM POWER ASSURANCE
LE (L/E) LEADING EDGE MPH MILES PER HOUR
LGCIU LANDING GEAR CONTROL INTERFACE MTBF MEAN TIME BETWEEN FAILURES
UNIT MTBR MEAN TIME BETWEEN REMOVALS
LP LOW PRESSURE mV MILLIVOLTS
LPC LOW PRESSURE COMPRESSOR Mvdc MILLIVOLTS DIRECT CURRENT
LPT LOW PRESSURE TURBINE
LPT(A)CC LOW PRESSURE TURBINE (ACTIVE) N
CLEARANCE CONTROL N1 (NL) LOW PRESSURE ROTOR ROTATIONAL
LPTC LOW PRESSURE TURBINE CLEARANCE SPEED
LPTN LOW PRESSURE TURBINE NOZZLE N1* DESIRED N1
LPTR LOW PRESSURE TURBINE ROTOR N1ACT ACTUAL N1
LRU LINE REPLACEABLE UNIT N1CMD COMMANDED N1
LVDT LINEAR VARIABLE DIFFERENTIAL N1DMD DEMANDED N1
TRANSFORMER N1K CORRECTED FAN SPEED
N1TARGET TARGETED FAN SPEED
M N2 (NH) HIGH PRESSURE ROTOR ROTATIONAL
mA MILLIAMPERES (CURRENT) SPEED
MCD MAGNETIC CHIP DETECTOR N2* DESIRED N2
MCDU MULTIPURPOSE CONTROL AND N2ACT ACTUAL N2
DISPLAY UNIT N2K CORRECTED CORE SPEED
MCL MAXIMUM CLIMB N/C NORMALLY CLOSED
MCR MAXIMUM CRUISE N/O NORMALLY OPEN
MCT MAXIMUM CONTINUOUS NAC NACELLE
MDDU MULTIPURPOSE DISK DRIVE UNIT NVM NON VOLATILE MEMORY
MEC MAIN ENGINE CONTROL
milsD.A. Mils DOUBLE AMPLITUDE O
mm. MILLIMETERS OAT OUTSIDE AIR TEMPERATURE
EFFECTIVITY Page 10
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OD OUTLET DIAMETER PSID POUNDS PER SQUARE INCH DIFFERENTIAL

OGV OUTLET GUIDE VANE psig POUNDS PER SQUARE INCH GAGE
OSG OVERSPEED GOVERNOR PSM POWER SUPPLY MODULE
OVBD OVERBOARD PSS (ECU) PRESSURE SUB-SYSTEM
OVHT OVERHEAT PSU POWER SUPPLY UNIT
PT TOTAL PRESSURE
P PT2 FAN INLET TOTAL AIR PRESSURE (PRIMARY
Pb BYPASS PRESSURE FLOW)
Pc REGULATED SERVO PRESSURE PT25 HPC TOTAL INLET PRESSURE
Pcr CASE REGULATED PRESSURE
Pf HEATED SERVO PRESSURE Q
P/T25 HP COMPRESSOR INLET TOTAL AIR QAD QUICK ATTACH DETACH
PRESSURE/TEMPERATURE QEC QUICK ENGINE CHANGE
P/N PART NUMBER QTY QUANTITY
P0 AMBIENT STATIC PRESSURE QWR QUICK WINDMILL RELIGHT
P25 HP COMPRESSOR INLET TOTAL AIR
TEMPERATURE R
PCU PRESSURE CONVERTER UNIT R/H RIGHT HAND
PLA POWER LEVER ANGLE RAC/SB ROTOR ACTIVE CLEARANCE/START
PMC POWER MANAGEMENT CONTROL BLEED
PMUX PROPULSION MULTIPLEXER RACC ROTOR ACTIVE CLEARANCE CONTROL
PPH POUNDS PER HOUR RAM RANDOM ACCESS MEMORY
PRSOV PRESSURE REGULATING SERVO VALVE RCC REMOTE CHARGE CONVERTER
Ps PUMP SUPPLY PRESSURE RDS RADIAL DRIVE SHAFT
PS12 FAN INLET STATIC AIR PRESSURE RPM REVOLUTIONS PER MINUTE
PS13 FAN OUTLET STATIC AIR PRESSURE RTD RESISTIVE THERMAL DEVICE
PS3HP COMPRESSOR DISCHARGE STATIC AIR RTO REFUSED TAKE OFF
PRESSURE (CDP) RTV ROOM TEMPERATURE VULCANIZING
PSI POUNDS PER SQUARE INCH (MATERIAL)
PSIA POUNDS PER SQUARE INCH ABSOLUTE RVDT ROTARY VARIABLE DIFFERENTIAL
EFFECTIVITY Page 11
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TRANSFORMER STP STANDARD TEMPERATURE AND PRESSURE

SVR SHOP VISIT RATE
S SW SWITCH BOEING
S/N SERIAL NUMBER SYS SYSTEM
S/R SERVICE REQUEST
S/V SHOP VISIT T
SAC SINGLE ANNULAR COMBUSTOR T oil OIL TEMPERATURE
SAR SMART ACMS RECORDER T/C THERMOCOUPLE
SAV STARTER AIR VALVE T/E TRAILING EDGE
SB SERVICE BULLETIN T/O TAKE OFF
SCU SIGNAL CONDITIONING UNIT T/R THRUST REVERSER
SDAC SYSTEM DATA ACQUISITION CONCENTRATOR T12 FAN INLET TOTAL AIR TEMPERATURE
SDI SOURCE/DESTINATION IDENTIFIER (BITS) (CF T25 HP COMPRESSOR INLET AIR TEMPERATURE
ARINC SPEC) T3 HP COMPRESSOR DISCHARGE AIR
SDU SOLENOID DRIVER UNIT TEMPERATURE
SER SERVICE EVALUATION REQUEST T49.5 EXHAUST GAS TEMPERATURE
SFC SPECIFIC FUEL CONSUMPTION T5 LOW PRESSURE TURBINE DISCHARGE TOTAL
SFCC SLAT FLAP CONTROL COMPUTER AIR TEMPERATURE
SG SPECIFIC GRAVITY TAI THERMAL ANTI ICE
SLS SEA LEVEL STANDARD (CONDITIONS : 29.92 TAT TOTAL AIR TEMPERATURE
in.Hg / 59°F) TBC THERMAL BARRIER COATING
SLSD SEA LEVEL STANDARD DAY (CONDITIONS : TBD TO BE DETERMINED
29.92 in.Hg / 59°F) TBO TIME BETWEEN OVERHAUL
SMM STATUS MATRIX TBV TRANSIENT BLEED VALVE
SMP SOFTWARE MANAGEMENT PLAN TC(TCase) HP TURBINE CASE TEMPERATURE
SN SERIAL NUMBER TCC TURBINE CLEARANCE CONTROL
SNECMA SOCIETE NATIONALE D’ETUDE ET DE TCCV TURBINE CLEARANCE CONTROL VALVE
CONSTRUCTION DE MOTEURS D’AVIATION TCJ TEMPERATURE COLD JUNCTION
SOL SOLENOID T/E TRAILING EDGE
SOV SHUT-OFF VALVE TECU ELECTRONIC CONTROL UNIT INTERNAL
EFFECTIVITY Page 12
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TEMPERATURE VDT VARIABLE DIFFERENTIAL TRANSFORMER

TEO ENGINE OIL TEMPERATURE VIB VIBRATION
TGB TRANSFER GEARBOX VLV VALVE
Ti TITANIUM VRT VARIABLE RESISTANCE TRANSDUCER
TLA THROTTLE LEVER ANGLE AIRBUS VSV VARIABLE STATOR VANE
TLA THRUST LEVER ANGLE BOEING
TM TORQUE MOTOR W
TMC TORQUE MOTOR CURRENT WDM WATCHDOG MONITOR
T/O TAKE OFF Wf WEIGHT OF FUEL OR FUEL FLOW
TO/GA TAKE OFF/GO AROUND WFM WEIGHT OF FUEL METERED
T/P TEMPERATURE/PRESSURE SENSOR WOW WEIGHT ON WHEELS
TPU TRANSIENT PROTECTION UNIT WTAI WING THERMAL ANTI-ICING
TR TRANSFORMER RECTIFIER
TRA THROTTLE RESOLVER ANGLE AIRBUS
TRA THRUST RESOLVER ANGLE BOEING
TRDV THRUST REVERSER DIRECTIONAL VALVE
TRF TURBINE REAR FRAME
TRPV THRUST REVERSER PRESSURIZING VALVE
TSI TIME SINCE INSTALLATION (HOURS)
TSN TIME SINCE NEW (HOURS)
TTL TRANSISTOR TRANSISTOR LOGIC
U
UER UNSCHEDULED ENGINE REMOVAL
UTC UNIVERSAL TIME CONSTANT
V
VAC VOLTAGE, ALTERNATING CURRENT
VBV VARIABLE BLEED VALVE
VDC VOLTAGE, DIRECT CURRENT
EFFECTIVITY Page 13
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IMPERIAL / METRIC CONVERSIONS METRIC / IMPERIAL CONVERSIONS
1 mile = 1,609 km 1 km = 0.621 mile

1 ft = 30,48 cm 1 m = 3.281 ft. or 39.37 in.
1 in. = 25,4 mm 1 cm = 0.3937 in.
1 mil. = 25,4 µ 1 mm = 39.37 mils.
1 sq.in. = 6,4516 cm² 1 m² = 10.76 sq. ft.

1 cm² = 0.155 sq.in.
1 USG = 3,785 l (dm³) 1 m³ = 35.31 cu. ft.

1 cu.in. = 16.39 cm³ 1 dm³ = 0.264 USA gallon
1 cm³ = 0.061 cu.in.
1 lb. = 0.454 kg 1 kg = 2.205 lbs
1 psi. = 6.890 kPa 1 Pa = 1.45 10-4 psi.

1 kPa = 0.145 psi
1 bar = 14.5 psi
°F = 1.8 x °C + 32 °C = ( °F - 32 ) /1.8
EFFECTIVITY Page 14
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CFM56-5A/-5B TRAINING MANUAL
TABLE OF CONTENTS
EFFECTIVITY Page 15
ALL CFM56-5A/-5B FOR A318-A319-A320-A321 contents
nacelle May 07
TOC
section Page section Page
lexis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
NACELLE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
POWERPLANT PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
inlet section
ENGINE MOUNTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
AIR INLET COWL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
fan cowl doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
thrust reverser cowl opening. . . . . . . . . . . . . . . . . . . . . . . . . . . 63
engine removal/installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
exhaust section
thrust reverser general. . . . . . . . . . . . . . . . . . . . . . . . . . . 85
thrust reverser mechanical structure . . . . . . . . . . . . 89
thrust reverser control system. . . . . . . . . . . . . . . . . . . 97
exhaust system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
nacelle systems
engine hydraulic system . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
engine bleed air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
drive generator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
engine fire protection and detection systems. . . . . 183
powerplant drains. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
EFFECTIVITY Page 16
ALL CFM56-5A/-5B FOR A318-A319-A320-A321 contents
nacelle May 07
NACELLE GENERAL
EFFECTIVITY
NACELLE
GENERAL Page 17
ALL CFM56-5A/-5B FOR A318-A319-A320-A321 May 07
CFMI Proprietary Information NACELLE
TOC
CFM56-5A/5B TRAINING MANUAL
NACELLE GENERAL
The cowls enclose the periphery of the engine so as to

form the engine nacelle, underneath the aircraft wings.
The nacelle is the aerodynamic structure around the

basic 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.
EFFECTIVITY
NACELLE
GENERAL Page 18
TOC
AERODYNAMICS ENGINE RIGIDITY CONNECTIONS ACCESS

PROTECTION
CTC--00-0 NACEllE PURPOSES

EFFECTIVITY
NACELLE
GENERAL Page 19
TOC
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.
EFFECTIVITY
NACELLE
GENERAL Page 20
TOC
AIR INlET FAN ThRUST ExhAUST

COWl COWl REVERSER SYSTEM
CTC--00-0 NACEllE SECTIONS

EFFECTIVITY
NACELLE
GENERAL Page 21
TOC
EFFECTIVITY
NACELLE
GENERAL Page 22
TOC
POWERPLANT PRESENTATION
EFFECTIVITY
powerplant
presentation Page 23
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POWERPLANT - ENGINE HAZARDS
Engine run-ups must be carried out in approved areas. Exhaust heat.

Ramp must be clean to prevent ingestion. Aircraft inner
tanks must contain 3000 kg of fuel. The engine exhaust is very hot over long distances
behind the engine. This can cause damage to personnel
Personnel must be aware of the dangerous areas. and equipment.
CAUTION: Exhaust velocity.

Perform a FOD walk in front of and around engine
ingestion area prior to engine start. Exhaust velocity is very high over long distances behind
the engine. This can cause damage to personnel and
Hazards around an engine in operation are: equipment.
- Inlet suction.
- Exhaust heat. Engine entry/exit corridor.
- Exhaust velocity.
- Engine noise. Engine entry corridors are between the inlet hazard areas
and the exhaust hazard areas. You can go near an engine
Inlet suction. in operation only when:
- Engine is at minimum idle.
Engine inlet suction can pull people and large objects into - Communication with ground personnel and flight
the engine. At idle power, the inlet hazard area is a 7.2 ft deck is mandatory.
(2.2 m) radius around the inlet. At take-off power, the inlet - Operation with fan cowls open is allowed, the
hazard aera is a 21.7 ft (6.6 m) radius around the inlet. maximum engine speed in this case is minimum
idle.
WARNING: For additional safety, wear a safety harness when the
If the wind is over 25 knots, increase the inlet hazard area engine is in operation.
by 20 percent. Carry out safety procedures while the engines are
running.
EFFECTIVITY
powerplant
TOC
INlET hAZARD SAFETY PRECAUTIONS

AREA
- RUN-UP PARKING MUST BE APPROVED.
7.2 FT (2.2 M) 21.7 FT (6.6 M) - PERFORM VISUAl INSPECTION BEFORE
ENGINE START.
- AIRCRAFT INNER TANKS MUST CONTAIN
3000 KG OF FUEl.
- ENSURE COMMUNICATION BETWEEN GROUND
PERSONNEl AND FlIGhT DECK.
INlET hAZARD AREA

ENTRY/ExIT
CORRIDOR AT
MINIMUM IDlE
ONlY 3.4 FT (1.0 M)
72 FT (22 M)
192 FT (59 M)
45°
TO 199 FT (61 M) hEAT AND ExhAUST ENTRY/ExIT

VElOCITY CORRIDOR
hAZARD AREAS
TO 1235 FT (376 M)
MINIMUM IDlE TAKE-OFF ThRUST
CTC--0-0 POWERPlANT - ENGINE hAZARDS AREAS

EFFECTIVITY
powerplant
TOC
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.
EFFECTIVITY
powerplant
TOC
lEGEND
NO EAR PROTECTION REQUIRED EAR PROTECTION IS REQUIRED
WIThIN ThIS AREA Y
EAR PROTECTION REQUIRED x
PROlONGED ExPOSURE EVEN
hAZARDOUS AREA WITh EAR WITh EAR PROTECTION MAY CAUSE
PROTECTION DAMAGE WIThIN ThIS AREA
600 600
TAKE OFF TAKE OFF
500 Y 500
RADIAl DISTANCE FROM ENGINE IN METERS

RADIAl DISTANCE FROM ENGINE IN METERS
400 400
300 300
Y
200 x 200
100 100
x
0 0
3 6 15 30 60 150 300 600 1500 3000 MINUTES 3 6 15 30 60 150 300 600 1500 3000 MINUTES
ExPOSURE TIME/WEEK ExPOSURE TIME/WEEK
120 120
MINIMUM IDlE MINIMUM IDlE
100 100
SEA lEVEl STATIC, ISA +10°C, 70% RElATIVE hUMIDITY SEA lEVEl STATIC, ISA +10°C, 70% RElATIVE hUMIDITY
80 80
60 Y 60
Y
40 40
20 20
x x
0 0
3 6 15 30 60 150 300 600 1500 3000 MINUTES 3 6 15 30 60 150 300 600 1500 3000 MINUTES
ExPOSURE TIME/WEEK ExPOSURE TIME/WEEK
CFM56-5B CFM56-5A
CTC--00-0 POWERPlANT - ACOUSTICAl hAZARD AREAS

EFFECTIVITY
powerplant
TOC
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).
EFFECTIVITY
powerplant
TOC
FWD
MOUNT WING
PYlON AFT MOUNT
AFT CENTERBODY
MOUNT
RIGhT
ThRUST REVERSER
‘C’ DUCT
RIGhT
FAN COWl ENGINE PRIMARY
DOOR BUIlT NOZZlE
UNIT
ThRUST
REVERSER
PIVOTING
DOORS
lEFT
FWD ThRUST
AIR INlET MOUNT lEFT REVERSER
COWl FAN COWl ‘C’ DUCT
DOOR
CTC--00-0 POWERPlANT - PRESENTATION

EFFECTIVITY
powerplant
TOC
For quick servicing, the nacelle cowling is equipped with (-5B):

various access doors and holes. Nacelle right side.
Also, various inlets and outlets allow cooling and venting The nacelle right side features the following items:
of the inlet and fan compartments. - An ECU ram air inlet.
- Thrust reverser actuators access doors.
(-5B): - Deploy switches access door.
Nacelle left side. - A starter valve access door.
- An interphone jack.
The nacelle left side features the following items: - An anti-ice air discharge.
- An access door for servicing of the oil tank and - A pressure relief door.
inspection of the Master Chip detector (MCD) - An anti-ice and IDG access door.
electrical indicator.
- Thrust reverser actuators access doors.
- Deploy switches access door.
- Fan compartment lower and upper ventilation inlets.
EFFECTIVITY
powerplant
TOC
FAN COMPARTMENT ACTUATOR CONNECTION

UPPER VENTIlATION ACCESS PANEl (x4)
INlET
DEPlOY SWITCh
ACCESS DOOR (x2)
FAN COMPARTMENT INTERPhONE

UPPER VENTIlATION JACK
INlET
ECU COOlING
INlET
FAN COMPARTMENT OIl TANK
lOWER VENTIlATION ACCESS DOOR ANTI-ICE
INlET AIR DISChARGE
ANTI-ICE AND IDG

ACCESS DOOR
STARTER VAlVE AIR OUTlET PRESSURE RElIEF

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

EFFECTIVITY
powerplant
TOC
(-5A): (-5A):
Nacelle left side. Nacelle right side.
The nacelle left side features the following items: The nacelle right side features the following items:
- An oil access door. - Actuator connection access panels.
- A fan compartment cooling air inlet. - A deploy switch access door.
- A fan compartment air outlet. - A starter valve access door.
- Actuator connection access panels. - A fan compartment air outlet.
- A deploy switch access door. - An interphone jack.
- An ECU cooling inlet.
- An anti-ice and ECU cooling outlet.
EFFECTIVITY
powerplant
TOC
FAN COMPARTMENT ACTUATOR CONNECTION

AIR OUTlET ACCESS PANEl (x4)
DEPlOY SWITCh
ACCESS DOOR (x2)
FAN COMPARTMENT INTERPhONE

AIR OUTlET JACK
COOlING AIR INlET
OIl TANK
ACCESS DOOR ECU COOlING
INlET
ANTI-ICE AND ECU

COOlING OUTlET
STARTER VAlVE PRESSURE RElIEF

ACCESS DOOR DOOR
CTC--00-0 NACEllE - EQUIPMENT ACCESS POINTS (CFM56-5A)

EFFECTIVITY
powerplant
TOC
EFFECTIVITY
powerplant
TOC
inlet section
EFFECTIVITY Page 35
ALL CFM56-5A/-5B FOR A318-A319-A320-A321 inlet section
nacelle May 07
TOC
EFFECTIVITY Page 36
ALL CFM56-5A/-5B FOR A318-A319-A320-A321 inlet section
nacelle May 07
TOC
ENGINE MOUNTS
EFFECTIVITY
ENGINE
MOUNTS Page 37
TOC
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.
EFFECTIVITY
ENGINE
MOUNTS Page 38
TOC
VIEW A VIEW B
FWD
FWD
FORWARD MOUNT AFT MOUNT
A B
CTC--0-0 ENGINE MOUNTS

EFFECTIVITY
ENGINE
MOUNTS Page 39
TOC
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 12 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.
EFFECTIVITY
ENGINE
MOUNTS Page 40
TOC
VIEW A
PYlON FWD PART

A
4 PYlON
FASTENING CROSSBEAM
hOlES ASSEMBlY
2-PIECE SUPPORT
BEAM ASSEMBlY
lINK
ASSEMBlY
FWD
AlIGNMENT
PIN ENGINE CFM56-5A
ATTACh
ENGINE FAN BRACKET
FRAME
FWD
CFM56-5B
CTC--00-0 FORWARD MOUNT

EFFECTIVITY
ENGINE
MOUNTS Page 41
TOC
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 3
links.
The crossbeam attaches to the pylon by means of four

tension bolts, and two alignment pins.
EFFECTIVITY
ENGINE
MOUNTS Page 42
TOC
VIEW A
A
PYlON
AFT PART
BOlT hOlE
AlIGNMENT
PIN
CROSSBEAM
TURBINE REAR
FRAME FWD
lINK
lUGS
CTC--00-0 AFT MOUNT

EFFECTIVITY
ENGINE
MOUNTS Page 43
TOC
EFFECTIVITY
ENGINE
MOUNTS Page 44
TOC
AIR INLET COWL
EFFECTIVITY
AIR INLET
COWL Page 45
TOC
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 3 and 9 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.
- 6 ‘pip’ pins 60° apart for fan inlet cowl cover.
- 4 hoist points for inlet cowl handling.
(ALL):
The inner skin of the air inlet cowl is lined with acoustical
panels.
Its rear face provides connections for the anti-ice duct,

the ECU cooling hose and interphone jack.
EFFECTIVITY
AIR INLET
COWL Page 46
TOC
‘PIP’
INTERPhONE JACK PINS (x6)
AND ElECTRICAl NOSE
CONNECTOR lIP
FWD
INNER BARREl
(WITh ACOUSTICAl PANElS) hOIST
POINTS AlIGNMENT
FAN COMPARTMENT
PIN
UPPER VENTIlATION
INlET
FWD
BUlKhEAD
INlET COWl
OUTER ATTAChMENT
BARREl RING TO FAN
CASE ANTI-ICE
DUCT
ANTI-ICE
ExIT DUCT ECU
lIP COOlING INlET
ASSEMBlY
ECU
COOlING
INlET FWD
ANTI-ICE ANTI-ICE DISChARGE ANTI-ICE

INlET DUCT BlOWOUT
VENT/ACCESS PANEl DOOR ExIT DUCT
CTC--00-0 AIR INlET COWl (CFM56-5B)

EFFECTIVITY
AIR INLET
COWL Page 47
TOC
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.
- 6 ‘pip’ pins 60° apart for fan inlet cowl cover.
- 4 hoist points for inlet cowl handling.
EFFECTIVITY
AIR INLET
COWL Page 48
TOC
OUTER ‘PIP’
BARREl PINS (x6)
INlET COWl
NOSE
ATTAChMENT
lIP
RING TO FAN CASE
AFT
BUlKhEAD
FWD
INNER BARREl hOIST POINTS

(WITh ACOUSTICAl
PANElS)
FAN COWl
AlIGNMENT
FITTING
INlET COWl ANTI-ICE

ATTAChMENT FWD
DUCT
RING TO FAN CASE BUlKhEAD
ElECTRICAl CONNECTOR
ECU COOlING AND INTERPhONE/GROUND
AIR INlET FWD JACK
ANTI-ICE
ECU COOlING INlET DUCT
AIR ExIT DUCT
ANTI-ICE AIR DISChARGE
VENT/ACCESS DOOR
CTC--0-0 AIR INlET COWl (CFM56-5A)

EFFECTIVITY
AIR INLET
COWL Page 49
TOC
air inlet cowl
Anti-ice system. Hot bleed air is taken from the HPC 5th stage and
directed through a tube to the anti-ice valve. It enters the
The engine inlet cowl is provided with an anti-ice system, anti-ice air duct and is supplied to the inlet cowl ‘D’ duct
located on the right hand side at 5 o’clock (ALF). through a swirl nozzle.
The system prevents ice accumulation on the inlet cowl The ‘D’ duct is formed by the nose lip and the forward
leading edge to protect the engine from ice ingestion. bulkhead of the inlet cowl.
The anti-ice system is connected to the 5th and 9th The airflow is controlled by the anti-ice valve, which is
stages of the High Pressure Compressor (HPC) and operated from the cockpit, through an ON-OFF switch.
consists of:
- An anti-ice air duct. Command pressure for valve operation is taken from the
- An anti-ice valve. HPC 9th stage manifold.
- A command pressure line.
- A swirl nozzle. An electrical connection between the anti-ice valve and
the aircraft provides the cockpit with valve position
indication.
The anti-icing air is exhausted through a dedicated exit

duct, connected to the forward bulkhead and the outer
barrel.
EFFECTIVITY
AIR INLET
COWL Page 50
TOC
FEEDBACK
IF AT lEAST ONE OF
- ENG ANTI ICE ON ThE TWO SYSTEMS IS
SElECTED ON
ECAM DISPlAY
COMMAND
A/C COMPUTERS
25VU INlET
hPC 5Th STAGE
COWl
PORT
hPC 9Th
STAGE PORT
SWIRl
NOZZlE
COMMAND
PRESSURE lINE TO
ANTI-ICE VAlVE ANTI-ICE
AIR DUCT
ANTI-ICE VAlVE
ExhAUST
CTC--0-0 ANTI-ICE SYSTEM
EFFECTIVITY
AIR INLET
COWL Page 51
TOC
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 5 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.
EFFECTIVITY
AIR INLET
COWL Page 52
TOC
VIEW B
lOCK PIN OVERPRESSURE

B INDICATOR
(according to version)
ElECTRICAl PRESSURE
CONNECTOR
A
REDUCER
VIEW A PIlOT VAlVE

ACTUATOR
SOlENOID
MANUAl OVERRIDE
REMOVE STOWED
ROTATE TO
DESIRED POSITION SERVO PORT
INSTAll PIN IN
lOCKED POSITION
OUTlET PORT
Cl lOCK
OP
FlOW
STOW
BUTTERFlY
DIRECTION
ShUTOFF VAlVE
INlET PORT
CTC--0-00 INlET COWl ANTI-ICE VAlVE

EFFECTIVITY
AIR INLET
COWL Page 53
TOC
AIR INLET COWL
Inlet cowl anti-icing system - Indicating. The valve position switches give position data.
The CLOSE position switch is in the closed position when
The anti-ice panel gives the flight crew an interface with the butterfly is below 12° from the closed position.
the wing and engine anti-icing systems.
It has the circuitry for the control and indication of the The OPEN position switch is in the open position when
cowl anti-icing systems. the butterfly is below 12° from the open position.
The panel is located on the 25VU forward overhead
panel. Command pressure.
Inlet cowl anti-icing. Below a minimum pressure (approximately 10 PSI), the

valve remains closed or closes if commanded open.
The anti-ice valve is controlled by a pushbutton switch
which includes two indicating lights: Display.
- ON: blue.
- FAULT: amber. The ENG ANTI ICE ON indication is displayed in green
on the MEMO page of the lower ECAM display if at least
When you press the pushbutton switch, the anti-ice one of the two systems is on.
solenoid is not energized, the valve opens, the ON
indicating light is on. The FAULT indicating light is accompanied by:
- Activation of the single chime.
When you release the pushbutton switch, the anti-ice - Flashing of the MASTER CAUT light.
solenoid is energized, the valve closes, the ON indicating - Warning display on the lower part of the upper
light is off. ECAM display.
In case of discrepancy between the command and the

position, the FAULT indicating light is on.
EFFECTIVITY
AIR INLET
COWL Page 54
TOC
25VU
‘ON’ INDICATING PUShBUTTON VAlVE POSITION

BlUE lIGhT SWITCh INDICATION
OFF RElEASED ClOSE
ON PRESSED OPEN
FAUlT INDICATING IllUMINATED (AMBER)
‘ON’ INDICATING VAlVE POSITION

IF AT lEAST ONE OF
- ENG ANTI ICE ON ThE TWO SYSTEMS IS
SElECTED ON OFF NOT ClOSED
ECAM DISPlAY
ON NOT OPEN
CTC--0-0 INlET COWl ANTI-ICING SYSTEM - INDICATING

EFFECTIVITY
AIR INLET
COWL Page 55
TOC
EFFECTIVITY
AIR INLET
COWL Page 56
TOC
fan cowl doors
EFFECTIVITY
FAN cowl
doors Page 57
CFMI Proprietary Information nacelle
TOC
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:
- 40-degree position for routine maintenance.
- 55-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.
EFFECTIVITY
FAN cowl
doors Page 58
TOC
OUTBOARD INBOARD
FAN COWl FAN COWl
A 42° 40°
55° 52.5°
PYlON
hINGES SEAlS
AlIGNMENT (x3)
COMPARTMENT COMPARTMENT
FITTINGS
COOlING ExIT COOlING ExIT
OIl TANK hOIST

ACCESS DOOR POINTS
STRAKE
FAN COWl hOIST

DOOR (lh) POINTS
FAN COWl
hOlD OPEN DOOR (Rh)
FWD
RODS STARTER VAlVE COOlING
(STOWED) FWD ACCESS DOOR INlET
PRESSURE
ADJUSTABlE RElIEF DOOR
ADJUSTABlE COMPARTMENT
lATChES
EYEBOlT COOlING ExIT
VENT
CFM56-5A
CFM56-5B
CTC--0-0 FAN COWl DOORS
EFFECTIVITY
FAN cowl
doors Page 59
TOC
FAN COWL DOORS
Fan Cowl Door Latches. Fan Cowl Hold-Open Rods.
Three latches secure the left and right fan cowls together. Each hold-open rod is telescopic. One end of each hold-
All latches are along the bottom of the fan cowls. open rod attaches to the fan cowl. When the cowl is
The latches must be closed in the following sequence: closed, the other end attaches to a receiver on the fan
- Front latch. cowl. When the cowl is open, the other end attaches to a
- Center latch. receiver on the engine.
- Rear latch.
Each hold-open rod has a collar that locks the hold-open
NOTE: rod in place. A yellow lock indication shows when the
There is no specific sequence for the opening of the fan hold-open rod is in the locked position.
cowls.
Fan Cowl Door Hinges.
Fan cowl door latch adjustment.
Each fan cowl door hinge has these components:
Latch adjustments are necessary to get the correct - Fan cowl clevis.
clearance at the mating line of the fan cowl door to get - Quick release pin.
the correct latch tension. - Strut lug.
The latch adjustment has to be set after the removal or Each fan cowl clevis is on the fan cowl. All strut lugs
replacement of: are on the strut. The quick release pins make it easy to
- The fan cowl doors. remove a fan cowl.
- The latch or the latch keepers on the fan cowl doors.
- The inlet cowl, the thrust reverser or the engine. 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.
EFFECTIVITY
FAN cowl
doors Page 60
TOC
PYlON FAN COWl

DOOR
lh FAN
hINGE COWl DOOR
(TYPICAl
3 PlACES) FAN
CASE
RETENTION
BRACKET Rh FAN
COWl DOOR
COllAR
BRACKET ASSEMBlY lATCh hOUSING

(TYPICAl 3 PlACES) ASSEMBlY
hOlD-OPEN (TYPICAl 3 PlACES)
ROD (x2)
lATChES ClOSING SEQUENCE:
- FRONT
- CENTER
- REAR
CTC--0-0 lATChES - hOlD-OPEN RODS - hINGES

EFFECTIVITY
FAN cowl
doors Page 61
TOC
EFFECTIVITY
FAN cowl
doors Page 62
TOC
thrust reverser cowl opening
EFFECTIVITY
t/r cowl
opening Page 63
TOC
THRUST REVERSER COWL OPENING
Thrust reverser half door latches. T/R doors opening and closing.
The half door latches hold the T/R halves together. There is no specific sequence for releasing the latches to
open the T/R doors.
They must be released to open the T/R cowls.
For the closing, the four latches must be closed from
There are four adjustable latches by engine. All latches forward to aft.
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.
EFFECTIVITY
t/r cowl
opening Page 64
TOC
lATCh TENSION STIRRUP hOOK

NUT
lATCh
RIGhT hAlF
hANDlE
DOOR
A lOCKWAShER SNAP
lOCATING PIN BUShING

(6 PlACES) (6 PlACES)
lEFT hAlF SNAP DISENGAGED

lATCh hOOK
DOOR
ENGAGED
lATCh lATCh hOOK DISENGAGED

4 FROM OPPOSITE REVERSER
ATTAChMENT POINT
FWD
lATCh
3
RIGhT hAlF
DOOR lATCh
lATCh 2
1
lATCh hANDlE
lATChES ClOSING SEQUENCE: FROM FRONT TO REAR PUllED DOWN
CTC--0-0 T/R COWlS TENSION lATChES

EFFECTIVITY
t/r cowl
opening Page 65
TOC
Opening actuators. The thrust reverser half doors can be opened to a 45-
degree position for engine removal. A placard at the door
Three hinges attach each T/R half to the strut. opening actuator connection point warns that the wing
T/R opening actuators are used to open the T/R cowls. leading edge slats must be in the retracted position when
Each engine has two actuators. Each actuator opens its the thrust reverser half doors are opened.
cowl to 35° or 45° from the closed position.
The external thrust reverser half doors can be opened
The two hydraulic actuators are located between the to 35 degrees. The internal half door can be opened 33
pylon and the two half reversers. degrees with the leading edge slats extended.
Each half reverser is actuated by a single-acting hydraulic The system retracts hydraulic actuators under thrust
actuator. They are fluid-supplied by a hand pump reverser weight action. The orifice of the hydraulic
connected to the connection box on the lower section of actuator chamber restricts the fluid flow, limiting the rate
the forward frame. of retraction of the hydraulic actuator rod.
The input power is transmitted from the pump through Fluid goes from the opening actuator back to the hand
hard line tubes and a hose to the hydraulic actuator. pump when you close the cowl.
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.
EFFECTIVITY
t/r cowl
opening Page 66
TOC
hYDRAUlIC
hOSE
OPENING
QUICK
ACTUATOR
DISCONNECT
hINGES
FITTING
ThRUST
REVERSER PYlON
COWl DOOR
hYDRAUlIC
JUNCTION
BOx
hAND
hYDRAUlIC
PUMP
hOSE
ThRUST REVERSER
COWl DOOR
FWD OPENING ACTUATOR
CTC--0-0 OPENING ACTUATORS

EFFECTIVITY
t/r cowl
opening Page 67
TOC
Hold-open rods.
The two hold-open rods are installed on the adapter ring

at the 3 and 9 o’clock positions.
When the cowls are closed, they are secured with a pin
to an adapter ring bracket.
EFFECTIVITY
t/r cowl
opening Page 68
TOC
PYlON PYlON
A
B C
35° 45°
ThRUST REVERSER hAlF ThRUST REVERSER hAlF ThRUST REVERSER hAlF
DOOR IN ClOSED POSITION DOOR IN 35° POSITION DOOR IN 45° POSITION
RED BOlT
ADAPTER RING AND NUT
ASSEMBlY
FORWARD
FRAME OF ATTAChMENT
hAlF DOOR BRACKET
QUICK RElEASE
PIN
FORWARD QUICK
hOlD-OPEN ROD FRAME OF RElEASE
IN ClOSED hAlF DOOR RED BOlT
PIN
POSITION AND NUT
hOlD-OPEN ROD
IN 35° POSITION hOlD-OPEN
ROD IN 45°
POSITION
QUICK RElEASE
lOWER UPPER
PIN
BRACKET BRACKET
VIEW A VIEW B VIEW C

CTC--0-0 hOlD-OPEN RODS
EFFECTIVITY
t/r cowl
opening Page 69
TOC
EFFECTIVITY
t/r cowl
opening Page 70
TOC
engine removal/installation
EFFECTIVITY
engine removal/
installation Page 71
CFMI Proprietary Information Nacelle
TOC
ENGINE removal/installation
General. Fan area electrical and pneumatic connections.
The engine can be removed from the airplane in the QEC Many electrical connections are located in the upper fan
configuration with the inlet cowl, exhaust sleeve and plug area of the powerplant.
still attached.
Connection points include:
Before removing the engine, complete the following steps: - The pylon electrical junction box.
- Fully open the fan cowls and the thrust reverser - The fan electrical feeder box.
halves to the 45 degree position and hold them in - The IDG feeder wires terminal block.
position with the hold-open braces. - The hydraulic control unit.
- Remove the engine/aircraft quick disconnect for fuel,
air, electrical and hydraulic lines. (-5B):
- The T/R junction box.
Fluid connections.
(-5A):
The engine hydraulic lines are connected to the fluid - The T/R harness connectors.
disconnect panel, on the left side of the pylon.
(ALL):
They consist of: The starter upper air duct is connected to the pylon duct
-The hydraulic suction line, connected with a coupling by means of 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.
EFFECTIVITY
engine removal/
TOC
B VIEW B T/R
CONNECTOR
A COUPlING
hAlF
FlUID
DISCONNECT
PANEl
hYDRAUlIC CFM56-5A
SUCTION lINE
PYlON ElECTRICAl
PRESSURE
JUNCTION BOx
DElIVERY lINE
CASE IDG WIRES
DRAIN lINE TERMINAl FAN WIRE
BlOCK hARNESSES
FUEl
RETURN lINE T/R JUNCTION
BOx FAN
FUEl SUPPlY lINE
ASSEMBlY ElECTRICAl
CFM56-5B FEEDER BOx
T/R hYDRAUlIC
CONTROl UNIT
(ON T/R COWl)
IDG
CABlES
T/R
CONNECTORS ThRUST REVERSER
hARNESS VIEW A
STARTER
CFM56-5A CFM56-5B
DUCT
CTC--0-0 CONNECTIONS
EFFECTIVITY
engine removal/
TOC FIlTER
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.
EFFECTIVITY
engine removal/
TOC
B PYlON JUNCTION
A
BOx
VIEW A
COUPlING
PYlON
PYlON
DUCT
CONNECTORS
FWD
FWD
INTERFACE
TUBE
VIEW B
SENSE
TUBES
CTC--0-00 CORE AREA CONNECTIONS

EFFECTIVITY
engine removal/
TOC
Removal/Installation. Tools.
For engine removal, the engine cradle is lifted to the Engine removal/installation is accomplished using the
engine with the bootstrap system and attached to the following tools:
engine handling points. - A bootstrap hoisting system.
- An engine transportation stand.
Then, the nuts holding the engine to the pylon are
removed and the engine cradle is lowered onto the trailer. The bootstrap hoisting system includes a forward and
an aft arm with lever hoists, dynamometers and engine
For engine installation, the engine cradle is lifted with the attach brackets as integral components.
engine and tension is applied using the hoist system.
The purpose of the engine transportation stand or dolly
Then the nuts attaching the engine to the pylon are is to support the engine during transportation to airport
installed and tightened to the specified value. apron and shop.
Finally, the tooling is removed from the engine and pylon.
EFFECTIVITY
engine removal/
TOC
VIEW A B
VIEW B
AFT BOOTSTRAP
SYSTEM
FORWARD BOOTSTRAP
SYSTEM
C
VIEW C
ENGINE TRANSPORTATION
STAND
CTC--0-0 TOOlS
EFFECTIVITY
engine removal/
TOC
Forward bootstrap system. Aft bootstrap system.
The forward bootstrap system is attached to the pyramid The aft bootstrap system is attached to the aircraft pylon
of the aircraft pylon. at two points.
It consists of: It consists of:

- 2 forward hinge arms. - A center beam.
- An inboard dynamometer. - An inboard dynamometer.
- An outboard dynamometer. - An outboard dynamometer.
- 2 chain hoists. - 2 chain hoists.
- Attachment pins. - Attachment pins.
It supports the forward of the engine cradle. It supports the aft of the engine cradle.
EFFECTIVITY
engine removal/
TOC
A
ChAIN
VIEW A VIEW B
lOCKPIN
DYNAMOMETER
CENTER
BEAM
FORWARD hINGE
ARMS DYNAMOMETER
CTC--00-0 FORWARD AND AFT BOOTSTRAP SYSTEM

EFFECTIVITY
engine removal/
TOC
Engine transportation stand.
The purpose of the transportation stand is to support the

engine during transportation.
The 2 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.
EFFECTIVITY
engine removal/
TOC
VIEW C
CRADlE
TRAIlER
TOW BAR
CTC--0-0 ENGINE TRANSPORTATION STAND

EFFECTIVITY
engine removal/
TOC
EFFECTIVITY
engine removal/
TOC
exhaust section
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-A321 exhaust section Page 83
nacelle May 07
TOC
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-A321 exhaust section Page 84
nacelle May 07
TOC
thrust reverser general
EFFECTIVITY
thrust reverser
general Page 85
TOC
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
4 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.
EFFECTIVITY
thrust reverser
general Page 86
TOC
SECONDARY AIRFlOW (BYPASS AIR)
PRIMARY AIRFlOW
VENTING AIRFlOW
CORE ENGINE
ThRUST
CORE ENGINE
ThRUST
FAN ThRUST
FAN REVERSE
ThRUST
AIR INlET AIR INlET

STOWED POSITION DEPlOYED POSITION
CTC--0-0 ThRUST REVERSER POSITIONS

EFFECTIVITY
thrust reverser
general Page 87
TOC
thrust reverser
EFFECTIVITY Page 88
ALL CFM56-5A/-5B FOR A318-A319-A320-A321 general
nacelle May 07
TOC
thrust reverser mechanical structure
EFFECTIVITY
T/R mechanical
structure Page 89
TOC
THRUST REVERSER MECHANICAL STRUCTURE
The thrust reverser is made of two halves. It has the

following components:
- 2 pivoting doors per half.
- 1 actuator per pivoting door.
- Deploy switch connector.
- Stow switch.
- Door opening actuator.
- 3 hinge clevisses per half.
- Half door latches.
- Hydraulic control unit.
- Hydraulic pipes.
- Hydraulic junction box.
- Electrical junction box.
- Inner and outer cowl.
EFFECTIVITY
T/R mechanical
structure Page 90
TOC
DOOR OPENING
hINGE ClEVISSES (x3) ACTUATOR
ElECTRICAl JUNCTION
BOx
hYDRAUlIC CONTROl
INNER
UNIT
COWl
OUTER
hYDRAUlIC PIPES COWl
PIVOTING
DOORS
(DEPlOYED)
STOW
SWITCh
PIVOTING
DOOR
ACTUATOR
hYDRAUlIC
JUNCTION BOx DEPlOY SWITCh
CONNECTOR
hAlF DOOR
lATChES
CTC--0-0 ThRUST REVERSER MEChANICAl STRUCTURE

EFFECTIVITY
T/R mechanical
structure Page 91
TOC
THRUST REVERSER MECHANICAL STRUCTURE Fire protection.
The fire protection includes fire seals and thermal

T/R cowls. blankets.
The C-ducts consist of: Fire seals.

- The outer cowl, which, in the stowed position,
encloses the pivoting doors. The fire seals keep any engine fire in the turbine case
- Three hinges which attach the cowl to the pylon. area away from:
- Two hoist points (not shown) on each outer cowl for - T/R components.
removal/installation maintenance operations. - Engine fan.
- Four tension hook latches, to keep the cowls closed. - Components in the engine fan case area.
- Two opening actuator fittings. - Engine strut.
- A ramp fairing, to smooth the airflow passing from
the engine to the thrust reverser. All fire seals are along the upper and forward edges of
- The inner cowl, which smooths the secondary airflow the T/R cowls.
inner passageway and provides air to the core
engine. Thermal blankets.
- An air inlet scoop, at 12 o’clock, to duct air to the
precooler. (-5B):
- An LPTCC inlet scoop at the front of the R/H inner The inner barrel of the thrust reversers is treated for
cowl, to duct secondary flow bleed air for LPT thermal / fire protection. The inner (engine side) surface
cooling and clearance control. of the inner barrel is protected by a heat shield blanket.
- Inlet holes, in the front section of the cowl, to duct air
to the core engine internal cavity. (-5A):
The inner (engine side) surface of the inner barrel is
The inner and outer cowls have a honeycomb structure treated for thermal/fire protection. The aft section of the
with sound suppressing surfaces. inner barrel is protected with thermal blanket covered with
a titanium sheet.
EFFECTIVITY
T/R mechanical
structure Page 92
TOC
hINGES UPPER FIRE SEAl

(x3) (ON ThE PYlON)
OUTER
COWl
AIR INlET OPENING ACTUATOR
SCOOP FITTING
hEAT ShIElD
INlET BlANKET
hOlE CFM56-5B
INNER
COWl FIREShIElD
CFM56-5A
lPTCC
SCOOP
lOWER FIRE
FORWARD SEAl
FIRE SEAl
RAMP
FAIRING
INlET FIRE
hOlE SEAl
PIVOTING
DOORS
DOOR lATChES STOWED
(x4)
CTC--0-0 ThRUST REVERSER COWlS

EFFECTIVITY
T/R mechanical
structure Page 93
TOC
THRUST REVERSER MECHANICAL STRUCTURE
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.
EFFECTIVITY
T/R mechanical
structure Page 94
TOC
KICKER
STOW SWITCh PlATE
CONNECTOR
hYDRAUlIC
PRIMARY ACTUATOR
lOCK
ACTUATOR
PRIMARY lOCK
WITh ThERMAl BlANKET
PIVOTING DOORS
CTC--0-00 PIVOTING DOORS

EFFECTIVITY
T/R mechanical
structure Page 95
TOC
EFFECTIVITY
T/R mechanical
structure Page 96
TOC
thrust reverser control system
EFFECTIVITY
T/R CONTROL
SYSTEM Page 97
TOC
THRUST REVERSER CONTROL SYSTEM
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.
EFFECTIVITY
T/R CONTROL
SYSTEM Page 98
TOC
ThROTTlE QUADRANT:
- CONTROl lEVER
- REVERSER lATChING lEVER PYlON:
- ShUT-OFF VAlVE
- hYDRAUlIC FIlTER
A
VIEW A
ENGINE: ThRUST REVERSER hAlVES:

- ElECTRONIC CONTROl UNIT - ElECTRICAl, hYDRAUlICAl AND
MEChANICAl COMPONENTS
CTC--0-0 T/R CONTROl SYSTEM - COMPONENTS lOCATION

EFFECTIVITY
T/R CONTROL
SYSTEM Page 99
TOC
The thrust reverser system includes: Hydraulic system.

- An electrical system.
- A hydraulic system. The hydraulic system includes:
- A shut-off valve, which isolates the reverser
Electrical system. hydraulic system from the aircraft hydraulics.
- A hydraulic filter, used to filter fluid from the aircraft
The electrical system includes: hydraulic system.
- The two thrust reverser latching levers. - A hydraulic control unit, which manages and
- Two pivoting door dual deploy switches and four operates the actuating and latching systems.
pivoting door stow switches, which allow different - Four hydraulic actuators, which independently
thrust reverser processes during stow and deploy operate the pivoting doors.
sequences. - Four hydraulic pivoting door latches, to lock the
- An electrical wiring harness. pivoting doors in the stow position.
EFFECTIVITY
T/R CONTROL
SYSTEM Page 100
TOC
hYDRAUlIC SUPPlY
EIU
lGCIU
hYDRAUlIC RETURN
SEC-1
SEC-2 INDICATING ACTUATORS
SEC-3 lATChES
lOWER SW-BlOCKER
BlOCKER DOOR STOW.
STATIC RElAY- lOWER, R
TRSOV DOOR, R
ThRUST REV TRSOV SW-BlOCKER
lOCKING CTl RElAY DOOR
DEPlOY, R
UPPER
SW-BlOCKER
Flx BlOCKER
DOOR STOW.
T.O MCT DOOR, R
IDlE UPPER, R
DIRECTIONAl
Cl REV IDlE ECU VAlVE
Ch. A SOlENOID
T.O GA MAx.
REVERSE hCU UPPER SW-BlOCKER
BlOCKER DOOR STOW.
PRESSURIZING
DOOR, l UPPER, l
VAlVE
SOlENOID SW-BlOCKER
Ch. B DOOR
PRESSURE DEPlOY, l
SWITCh lOWER
BlOCKER SW-BlOCKER
DOOR, l DOOR STOW.
lOWER, l
CONTROl
UNIT-ThROTTlE
CTC--0-0 ElECTRICAl AND hYDRAUlIC SYSTEM

EFFECTIVITY
T/R CONTROL
SYSTEM Page 101
TOC
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 N1 dial when at least
one reverser door is unstowed or unlocked (stroke > 1
percent).
If this occurs in flight, REV will flash first for 9 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 95 percent.
The indication disappears when all the doors are stowed.
EFFECTIVITY
T/R CONTROL
SYSTEM Page 102
TOC
5 10 5 10
REV n REV
36.4 % 36.4
REVERSE
ThRUST
INDICATION 5 10 egT 5 10 FOB : 18000 KG
275 C 275
S FlAP F
n
64 % 64
F.F FUll
2000 2000
Kg/H
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
CTC--0-00 T/R INDICATING

EFFECTIVITY
T/R CONTROL
SYSTEM Page 103
TOC
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.
EFFECTIVITY
T/R CONTROL
SYSTEM Page 104
TOC
TO TO
ga ga
FlX FlX
MCT MCT

Cl Cl
0
a a

ThRUST
/ /
T T
0
H H
CONTROl r

r
lEVER IDle
0 0 0

lATChING IDlE STOP r r
IDle
0
le
lEVER POSITION
reVerSe
V ID
F 0 l
re
V
re
aX
M
0
ECU T/R SYSTEM

COMMAND lOGIC
CTC--00-00 T/R CONTROl lEVER POSITIONS

EFFECTIVITY
T/R CONTROL
SYSTEM Page 105
TOC
Deploy switches.
The deployed position of the pivoting doors is sensed by

two double deploy switches, one for the 2 R/H doors, and
one for the 2 L/H doors.
They are located on the thrust reverser beams, two at 3

o’clock and two at 9 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.
EFFECTIVITY
T/R CONTROL
SYSTEM Page 106
TOC
DOOR
POSITION
lEVER 1
DEPlOY
SWITCh
DOOR
POSITION
lEVER 2
VIEW A
ECU
ElECTRICAl
ElECTRICAl CONNECTOR
hARNESS
DEPlOY SWITCh
ACCESS DOOR
CTC--0-0 PIVOTING DOOR DEPlOY SWITChES

EFFECTIVITY
T/R CONTROL
SYSTEM Page 107
TOC
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.
EFFECTIVITY
T/R CONTROL
SYSTEM Page 108
TOC
STOW SWITCh
CONNECTOR
hYDRAUlIC
ACTUATOR
STOW SWITCh
PIVOTING DOOR
POSITION lEVER
ECU
ElECTRICAl
CONNECTOR
CTC--0-0 PIVOTING DOOR STOW SWITChES

EFFECTIVITY
T/R CONTROL
SYSTEM Page 109
TOC
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 filter

and the HCU.
The SOV solenoid is electrically connected to the aircraft

115 VAC power supply.
EFFECTIVITY
T/R CONTROL
SYSTEM Page 110
TOC
ThROTTlE POSITION
ElECTRICAl INPUTS
CONNECTOR
A
FROM A/C
STATIC RElAY
ShUT-OFF
VAlVE
SUPPlY
FROM
FWD SOV FIlTER
CONTROl
RETURN TO hCU
TO CASE DRAIN
CTC--0-0 ShUT-OFF VAlVE - TRSOV

EFFECTIVITY
T/R CONTROL
SYSTEM Page 111
TOC
Hydraulic filter.
The Hydraulic Control Unit filter module is installed at the

bottom of the pylon, in front of the HCU. Its purpose is to
prevent unwanted matter from entering the thrust reverser
hydraulic 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 is

turned counter-clockwise to remove it from the head.
When the filter bowl is removed, the O-ring and packing

must be replaced. Care must be taken not to damage the
differential pressure indicator, or bowl, with metal tools
when the packing is removed, or installed.
If the differential pressure indicator is replaced, the entire

filter assembly must be removed from the aircraft and a
complete acceptance test procedure carried out.
EFFECTIVITY
T/R CONTROL
SYSTEM Page 112
TOC
FIlTER hEAD
UNION
TUBE
ShUTOFF DIAPhRAGM
PACKING
REMOVAl SPRING
O-RING
INlET
PORT
FIlTER ElEMENT
OUTlET WAShER
PORT
PACKING
FIlTER BOWl
DIFFERENTIAl
PRESSURE INDICATOR
CTC--0-0 T/R hYDRAUlIC FIlTER

EFFECTIVITY
T/R CONTROL
SYSTEM Page 113
TOC
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 cowls

and the fan cowls are opened.
It is installed on the right-hand forward frame of the thrust

reverser structure, at 1 o’clock.
The HCU is equipped with a lever, which permits de-

activation of the thrust reverser before maintenance
operations.
EFFECTIVITY
T/R CONTROL
SYSTEM Page 114
TOC
A VIEW A
RIGhT hAlF
DOOR
hYDRAUlIC
CONTROl UNIT ClOGGING
INDICATOR
PURGE POWER
VAlVE
lOCK IN
PORT
DEACTIVATION
lEVER
lOCKOUT PIN
CTC--0-0 hYDRAUlIC CONTROl UNIT

EFFECTIVITY
T/R CONTROL
SYSTEM Page 115
TOC
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 to

manually release the pivoting doors for maintenance
purposes.
EFFECTIVITY
T/R CONTROL
SYSTEM Page 116
TOC
ROllER
PIVOTING
PIVOTING DOOR
DOOR lATCh STOW SWITCh
PIVOTING DOOR
hYDRAUlIC lATCh FITTING
ACTUATOR
VIEW A
DOOR
lATCh MANUAl
UNlOCK NUT
A
hOOK
PRIMARY lOCK hOOK lATCh

WITh ThERMAl BlANKET FITTING
ROllER
CTC--0-0 PIVOTING DOOR lATChES
EFFECTIVITY
T/R CONTROL
SYSTEM Page 117
TOC
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.
EFFECTIVITY
T/R CONTROL
SYSTEM Page 118
TOC
PIVOTING
DOOR
hYDRAUlIC
ACTUATOR MAINTENANCE
MANUAl SAFETY SlEEVE
UNlOCKING
CFM56-5A SQUARE
ACTUATOR
ROD
MANUAl
UNlOCKING
SQUARE
BAll-JOINT ROD END

ASSEMBlY ASSEMBlY hYDRAUlIC
SUPPORT ACTUATOR
FORWARD
CFM56-5B FRAME
CTC--0-0 hYDRAUlIC ACTUATORS

EFFECTIVITY
T/R CONTROL
SYSTEM Page 119
TOC
Deploy mode sequence.
In the deploy mode, when the aircraft is on ground and

reverse 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 each

pivoting door.
When all pivoting doors are unlocked, the hydraulic

pressure is sent to the hydraulic actuators extend side
until they are fully deployed.
An unstow message is sent to the flight compartment.
When the four pivoting doors are deployed, the ECU

receives the signal ‘deployed doors’ and stops the
electrical signal to the HCU.
EFFECTIVITY
T/R CONTROL
SYSTEM Page 120
TOC
ThROTTlE
lEVER
PIVOTING DOORS
ECU hCU
UNlOCKING
PIVOTING DOORS REV IN AMBER

EIU OPENING
STOW SWITCh AT lEAST ONE

ECU
OPEN DOOR UNSTOWED
PIVOTING DOORS
FUllY DEPlOYED
REV IN GREEN
4 DEPlOY SWITChES All 4 DOORS

ECU
ClOSED FUllY DEPlOYED
STOP hCU
COMMAND
CTC--0-00 DEPlOY SEQUENCE

EFFECTIVITY
T/R CONTROL
SYSTEM Page 121
TOC
Stow mode sequence. When the pivoting doors are in their stowed position, they
actuate stow indication switches, which send the ‘stowed’
When the thrust reverser stow sequence is selected, the signal to the flight compartment.
EIU and ECU send an electrical signal to the HCU.
The ECU removes electrical power from the HCU with a
The HCU sends hydraulic pressure to the hydraulic closure delay of one to two seconds, which enables the
actuators retract side. pivoting doors to lock.
The hydraulic actuators are connected to the aircraft A pressure switch transmits a ‘without pressure’ signal to
hydraulic return system. the ECU.
EFFECTIVITY
T/R CONTROL
SYSTEM Page 122
TOC
ThROTTlE
lEVER
ACTUATOR STOW
ECU hCU
SIDE
PIVOTING DOORS REV IN AMBER

EIU STOWING
DEPlOY SWITCh AT lEAST ONE DOOR

ECU
OPEN NOT FUllY DEPlOYED
PIVOTING DOORS
STOWED
REV DISAPPEARS
4 STOW SWITChES All 4 DOORS

ECU
ClOSED STOWED AND lOCKED
STOP hCU
COMMAND
CTC--0-00 STOW SEQUENCE

EFFECTIVITY
T/R CONTROL
SYSTEM Page 123
TOC
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.
EFFECTIVITY
T/R CONTROL
SYSTEM Page 124
TOC
A
VIEW A
lOCKOUT PIN
INSTAllED
hCU
lOCKOUT WARNING
PIN STOWAGE NOTICE
(IN OPERATING POSITION)
FWD
INhIBIT lEVER IN
OPERATIONAl POSITION
INhIBIT lEVER IN
OFF POSITION
CTC--00-0 ThRUST REVERSER INhIBITION

EFFECTIVITY
T/R CONTROL
SYSTEM Page 125
TOC
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 the

pivoting doors and installed on the storage bracket.
The lockout bolts and lockplates are then installed on the

pivoting doors to attach them to the forward frame of the
thrust reverser.
EFFECTIVITY
T/R CONTROL
SYSTEM Page 126
TOC
PIVOTING
DOOR
SCREW
lOCKOUT
FAIRING
NORMAl OPERATION
BOlT
lOCKOUT
BOlT FWD
RED
STORAGE lOCKPlATE
BRACKET
lOCKOUT
BOlT
BOlT RED
lOCKPlATE INhIBIT POSITION
CTC--0-0 ThRUST REVERSER DEACTIVATION

EFFECTIVITY
T/R CONTROL
SYSTEM Page 127
TOC
EFFECTIVITY
T/R CONTROL
SYSTEM Page 128
TOC
exhaust system
EFFECTIVITY
exhaust
system Page 129
TOC
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.
EFFECTIVITY
exhaust
system Page 130
TOC
SECONDARY AIRFlOW (BYPASS AIR)
PRIMARY AIRFlOW
VENTING AIRFlOW
CENTERBODY
FOR VENT AIR
PRIMARY NOZZlE
FOR ExhAUST
ExhAUST
SYSTEM
CTC--0-00 ExhAUST SYSTEM GENERAl DESCRIPTION

EFFECTIVITY
exhaust
system Page 131
TOC
EXHAUST SYSTEM
Primary nozzle. (-5B):

An enhanced acoustic performance chevron nozzle has
The primary nozzle directs the primary exhaust gas aft been developed to comply with the aircraft noise level
and regulates the gas flow. standard requirement. This nozzle is mostly installed on
A321’s.
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.
EFFECTIVITY
exhaust
system Page 132
TOC
A
ExISTING
NOZZlE
VIEW A CFM56-5A/-5B
PYlON STIFFENER OUTER
SEAl RINGS SKIN
ENhANCED ACOUSTIC
PERFORMANCE
ChEVRON NOZZlE
VIEW B CFM56-5B ONlY
INNER
SKIN
FWD
B
ENGINE FORWARD
ATTACh RING BUlKhEAD
CTC--0-0 PRIMARY NOZZlE DESIGN

EFFECTIVITY
exhaust
system Page 133
TOC
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 to

calibrate the exhaust areas, while smoothing the primary
exhaust gases.
The inner portion of the centerbody vents the engine

sumps to atmosphere.
It features 3 internal stiffeners which ensure its rigidity,

and behind each stiffener, 2 drain holes.
EFFECTIVITY
exhaust
system Page 134
TOC
INTERNAl
STIFFENER
(x3)
VIEW A
TRF OUTER
AFT FlANGE
FWD
TRF INNER
AFT FlANGE
CTC--0-0 CENTERBODY lOCATION

EFFECTIVITY
exhaust
system Page 135
TOC
EFFECTIVITY
exhaust
system Page 136
TOC
nacelle systems
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-A321 nacelle systems Page 137
nacelle May 07
TOC
EFFECTIVITY
ALL CFM56-5A/-5B FOR A318-A319-A320-A321 nacelle systems Page 138
nacelle May 07
TOC
engine hydraulic system
EFFECTIVITY
engine
hydraulic system Page 139
TOC
ENGINE HYDRAULIC SYSTEM
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 500 PSI (3,45 MPa).
However, no hydraulic pressure is transferred but the
PTU of the highest system restores pressure of the lower
system.
EFFECTIVITY
engine
TOC
40VU
20VU
BlUE GREEN YEllOW

RESERVOIR RESERVOIR RESERVOIR
M S S M
RAT ElEC. ENG. ENG. ElEC. hAND

PUMP 1 2 PUMP PUMP
P M
M P
PTU
AIRCRAFT AIRCRAFT AIRCRAFT

SYSTEMS SYSTEMS SYSTEMS
REVERSE REVERSE
ENG. 1 ENG. 2
P P
PRIORITY PRIORITY
VAlVE VAlVE
CTC--00-0 AIRCRAFT hYDRAUlIC SYSTEMS

EFFECTIVITY
engine
TOC
The purposes of the engine hydraulic system are: The engine hydraulic system is located around the
- To pump hydraulic fluid from the reservoir to different engine fan case, on the left hand side, and consists of the
aircraft equipment and the engine thrust reverser. following equipment:
- To supply the dedicated aircraft hydraulic circuits - The engine driven hydraulic pump, installed on the
with clean pressurized hydraulic fluid. forward flange of the accessory gearbox.
- To drain and clean hydraulic leakage from the - The suction line.
hydraulic pump and return it to the aircraft - The pressure line.
hydraulic reservoir. - The case drain hydraulic filter, installed at 9 o’clock,
- To indicate a low output pressure from the hydraulic which filters the return flow of fluid.
pump, and a hydraulic filter clogged condition. - The case drain line.
- The low pressure indicating switch, installed at the
9.30 o’clock position, which monitors the supplied
pressure.
To access the engine hydraulic system equipment, the

left 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.
EFFECTIVITY
engine
TOC
TO hYDRAUlIC hYDRAUlIC hYDRAUlIC

SYSTEMS RESERVOIR JUNCTION
BOx
hYDRAUlIC FIRE
ShUT OFF VAlVE
OPENShUT
SUCTION lINE WING
hP lINE COllECTOR
T/R RETURN lINE
CASE DRAIN lINE
PYlON
SUCTION lINE T/R ShUT-OFF

VAlVE
(OPTIONAl)
PRESSURE lINE
SOV hYDRAUlIC COUPlING

lOW PRESSURE SUCTION hOSE hAlF
INDICATING hCU
SWITCh TO PRIMARY
lOCKS
CASE DRAIN TO
hYDRAUlIC ACTUATORS
FIlTER
CASE DRAIN
lINE PRESSURE
DElIVERY hOSE FWD
hYDRAUlIC
CASE
PUMP
DRAIN hOSE
CTC--0-0 ENGINE hYDRAUlIC SYSTEM - hYDRAUlIC JUNCTION BOx

EFFECTIVITY
engine
TOC
Engine-driven pump. Physical description.
The engine-driven pumps (EDP, one pump per engine) The pump is a variable-displacement type. The rotating
supply Yellow and Green hydraulic systems with hydraulic assembly turns as long as the engine operates.
pressure.
A solenoid valve (controlled from the flight compartment)
Location. makes it possible to change the operation of the pump
so that it does not supply pressure to the system
The engine-driven pump (EDP) is attached to the (depressurized mode). The EDP includes a blocking valve
accessory gearbox at the bottom of the engine. The which isolates the pump from the hydraulic system when
attachment flange of the pump has keyhole slots for the pump operates in the depressurized mode.
the installation of attachment bolts. The suction line The pump then operates with zero flow.
connection has a quick-release self-sealing coupling.
The pump is connected to three lines:
Together, they make it possible to replace the pump - Hydraulic fluid supply line.
quickly. - Output pressure line
- Case drain line.
EFFECTIVITY
engine
TOC
KEYhOlE SlOT
CASE DRAIN lINE
A
SUPPlY lINE
SEAl DRAIN
OUTPUT lINE CONNECTION
VIEW A
ElECTRICAl CONNECTION
SOlENOID VAlVE
hYDRAUlIC PUMP YEllOW AND GREEN

DRIVE PAD SYSTEMS ONlY
FWD
CTC--0-0 ENGINE-DRIVEN PUMP (ACCORDING TO VERSION)

EFFECTIVITY
engine
TOC
Case drain filter module. EDP.
The case drain filter cleans the case drain fluid from the If you operate the engine fire switch and if the EDP runs
engine-driven pumps (EDP) before it goes back to the for five minutes, you must inspect the EDP case drain
reservoir. filter for pump damage and replace the filter.
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 15

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.
EFFECTIVITY
engine
TOC
VIEW A
FWD
A
FIlTER
hEAD
OUTlET
PORT
ClOGGING
INDICATOR
ANTI-SPIll
DEVICE
INlET
PORT
FIlTER
ElEMENT FIlTER
ElEMENT
FIlTER FIlTER
BOWl BOWl
CTC--0-0 CASE DRAIN FIlTER

EFFECTIVITY
engine
TOC
engine
EFFECTIVITY Page 148
ALL CFM56-5A/-5B FOR A318-A319-A320-A321 hydraulic system
nacelle May 07
TOC
engine bleed air system
EFFECTIVITY
engine
ALL CFM56-5A/-5B FOR A318-A319-A320-A321 bleed air system Page 149
nacelle May 07
TOC
ENGINE BLEED AIR SYSTEM
Pneumatic system. The airplane systems that use pneumatic power are:
- Engine start systems.
The pneumatic system supplies with compressed air the - Air conditioning and pressurization systems.
airplane user systems. - Engine inlet cowl anti-ice systems.
- Wing thermal anti-ice systems.
The aircraft pneumatic system can be fed by engine - Water tank pressurization system.
1 and/or 2, the Auxiliary Power Unit (APU), and the - Hydraulic reservoir pressurization system (LH
pneumatic ground air connection. engine only).
The pneumatic manifold collects the compressed air from Pneumatic system controls and indications are:
the sources and supplies it to the user systems. - Monitoring computers.
- Cockpit 30VU panel.
The purpose of the manifold valves is to: - ECAM system display.
- Control the flow of bleed air.
- Isolate the manifold into left and right sides. The controls and indications use 28V DC.
- Control the flow of manifold air into the user
systems.
EFFECTIVITY
engine
nacelle May 07
TOC
AIR COND. hYD RESERV. WATER TANK

(TRIM AIR V.) PRESSURE PRESSURE
PACK 1 PACK 2
WING WING
ANTI-ICE ANTI-ICE
CARGO CROSSBlEED
hEAT VAlVE (x-FEED)
ENG ENG
START START
PRV PRV
hP GROUND
CONNECTION
hPV hYDRAUlIC APU hPV

ENGINE 1 STARTER RESERVOIR ENGINE 2 STARTER
VAlVE (lh ONlY) VAlVE
hP hP
IP IP
STARTER STARTER
COMMAND COMMAND
PRESSURE PRESSURE
lINE TO ANTI-ICE lINE TO ANTI-ICE
VAlVE VAlVE
NACEllE AIR NACEllE AIR

INlET ANTI-ICE INlET ANTI-ICE
CTC--0-0 PNEUMATIC SYSTEM

EFFECTIVITY
engine
nacelle May 07
TOC
Pneumatic system - Functional description. APU bleed air.
The pneumatic system supplies with hot, high pressure The APU supplies bleed air to the pneumatic manifold.
air to the relevant aircraft systems. An APU check valve protects the APU from engine bleed
air flow.
Pneumatic manifold.
Controls and indications.
The pneumatic manifold gets high pressure air from the
source systems and supplies it to the user systems. The control of the pneumatic system is usually automatic.
Bleed-air Monitoring Computers (BMC) control the
Engine bleed air. automatic functions.
There is one bleed air system for each engine. The Manual controls with pushbutton and selector switches
engine bleed system controls bleed air temperature and are available on the overhead 30VU panel.
pressure.
The monitoring of the pneumatic system operation is
Engine bleed air precooler system. done on the ECAM System Display.
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.
EFFECTIVITY
engine
nacelle May 07
TOC
CT TO BMC S
PRECOOlER CT
OVERBOARD Aircraft
ENG BlEED
START Powerplant 23°C 23°C
C h C h
200°C RAM 200°C
TO BMC lO hI
AIR
lO hI
OPV ANTI
ICE
ANTI
ICE
FAV 44 PSI
205°C
GND 44 PSI
205°C
APU
1 1
PRV TO BMC IP hP hP IP
TO TAT +19°C
SAT +18°C
23 h 56
G.W. 60300 KG
C.G 28 1%
BMC TO VAlVE
BMC POSITION ECAM
BMC1
PRESSURE
TEMPERATURE BMC2
hPV DETECTORS
hYDRAUlIC
FAN
RESERVOIR
hP (lh ONlY)
IP AMBER:
OVERPRESSURE
ENGINE 1 OVERTEMPERATURE
NACEllE COMMAND PRESSURE 30VU

AIR COND OVERhEAD PANEl
AIR INlET lINE TO ANTI-ICE VAlVE
ANTI-ICE
CTC--0-0 PNEUMATIC SYSTEM
EFFECTIVITY
engine
nacelle May 07
TOC
The purposes of the bleed air system are: To access the system, the left hand side fan cowl and the
- To extract air from the High Pressure Compressor. thrust reverser ‘C’ duct must be opened.
- To select the air source from the HPC 5th or 9th
stage. All the valves are fitted with E-seals that require
- To regulate the output pressure and temperature inspection, and, if necessary, replacement.
before the air is delivered to the aircraft distribution
system.
The engine bleed air system is installed in the nacelle

within the core compartment, on the left hand side of
each engine between the 8 and 2 o’clock positions (ALF).
The main elements of the system are:

- The Intermediate Pressure Check Valve (IPC), that
uses HPC 5th stage air.
-The High Pressure Bleed Valve (HPV), that uses
HPC 9th 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).
EFFECTIVITY
engine
nacelle May 07
TOC
BlEED PRESSURE
REGUlATOR VAlVE
FAN AIR FAN AIR VAlVE

BlEED AIR MONITORING VAlVE CONTROl
COMPUTER (BMC) ThERMOSTAT
INTERMEDIATE PRESSURE
ChECK VAlVE BlEED AIR
PRECOOlER
ExChANGER
5Th STAGE POWERPlANT AIRCRAFT

DUCT
BlEED PRESSURE
REGUlATOR VAlVE
hIGh PRESSURE OVERPRESSURE CONTROl SOlENOID
9Th STAGE BlEED VAlVE VAlVE
DUCT
CTC--0-0 ENGINE BlEED AIR SYSTEM
EFFECTIVITY
engine
nacelle May 07
TOC
System pressure operation. The bleed pressure regulator valve regulates the outlet
pressure of the airflow to the aircraft distribution at
The operation of the HP Bleed Valve (HPV) and the IP 44 psig.
Check Valve is linked to the 5th and 9th stage pressures
from the HP Compressor. The Overpressure Valve (OPV) protects the system
against damage if overpressure occurs.
5th and 9th stage engine bleeds.
At low engine speed, 5th stage air is not sufficient for the
pneumatic system demands and the 9th stage supplies
bleed air. At high engine speed the HP bleed valve
closes, and the 5th 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 36 psig. It closes fully pneumatically
when the upstream static pressure reaches 120 psig.
The bleed pressure regulator valve (PRV) receives the

airflow from the HP bleed valve or the IP check valve.
EFFECTIVITY
engine
nacelle May 07
TOC
PRESSURES PSIG
85 FUllY ClOSED
OPV
75 STARTS TO ClOSE
VAlVES OPERATING CONDITIONS
OPV RE-OPENS WhEN PRESSURE IS BElOW 35 PSIG
PRV ClOSED BY BMC WhEN:

- DOWNSTREAM OVERTEMP 257°C MORE ThAN
44 60 SECONDS.
- DOWNSTREAM OVERPRESSURE 57 PSIG MORE
ThAN 15 SECONDS.
PRV
- PYlON OVERhEAT
- APU BlEED VAlVE NOT ClOSED
36 - CORRESPONDING ENGINE SAV OPENED.
- REVERSE FlOW (DETECTED BY PRV).
hPV
hPV ClOSES WhEN UPSTREAM PRESSURE REAChES
120 PSIG
CORE SPEED
CTC--0-00 SYSTEM PRESSURE OPERATION

EFFECTIVITY
engine
nacelle May 07
TOC
IP check valve (5th stage).
The 5th stage IP check valve prevents 9th stage bleed

airflow from entering the 5th 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 9 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 5th stage bleed port.
EFFECTIVITY
engine
nacelle May 07
TOC
hINGE PIN
A VIEW A
STOP PIN
VAlVE BODY
FlAPPERS
CTC--0-00 INTERMEDIATE PRESSURE ChECK VAlVE

EFFECTIVITY
engine
nacelle May 07
TOC
HP Bleed Valve. A pneumatic sense line connects the HP bleed valve

with the bleed pressure regulator valve (PRV) in order to
The HP Bleed Valve is a 4 in. dia. butterfly-type valve make sure that the HP bleed valve will close when bleed
which operates as a shut-off and pressure regulating pressure regulator valve is controlled closed.
valve.
A manual override is provided to set the valve in the
The HP bleed valve is normally spring-loaded closed in closed position.
the absence of upstream pressure.
(-5B):
A minimum pressure of 8 psig is necessary to open the The engine bleed air is connected by a sense line to the
valve. HP bleed override solenoid.
This solenoid causes the HP bleed valve to close
The HP bleed valve contains three main parts: pneumatically during cruise in normal bleed condition.
- A valve body.
- A pneumatic actuator.
- A regulator assembly.
The HP bleed valve is located on the engine core area at

the 9 o’clock position.
The HP bleed valve pneumatically limits the downstream

static pressure to 36 psig. It fully closes when the
upstream static pressure reaches 120 psig.
EFFECTIVITY
engine
nacelle May 07
TOC
VIEW A
FROM BlEED
ElECTRICAl PRESSURE REGUlATOR
A CONNECTOR VAlVE (PRV)
ACTUATOR
ASSEMBlY FIlTER
COVER
PlATE
VIEW B
TEST PORT CFM56-5A
B
BUTTERFlY
lOCKING
PIN
POSITION INDICATOR
AND MANUAl OVERRIDE CFM56-5B
CTC--00-0 hIGh PRESSURE BlEED VAlVE

EFFECTIVITY
engine
nacelle May 07
TOC
Bleed Pressure Regulator Valve (PRV). PRV operation is fully pneumatic.
The PRV is a 4 in. dia. butterfly-type valve, it It is controlled in closed position by crew action on:
pneumatically regulates the downstream pressure to - ENG FIRE pushbutton switch.
44 psig. - ENG BLEED pushbutton switch.
It closes automatically in the following cases: The thermal fuse installed in the valve body causes the
- Overtemperature downstream of the precooler valve to close at 450 more or less 25 deg.C.
exchanger.
- Overpressure downstream of the PRV. A manual override is provided to position the valve in the
- Ambient overheat in pylon/wing/fuselage ducts closed position.
surrounding areas.
- APU bleed valve not closed. Solenoid HP Bleed Override.
- Corresponding starter valve not closed.
The solenoid, when energized by the BMC, permits to
The PRV is located on the engine core area at the 10 control closure of the HP Bleed Valve.
o’clock position.
The PRV contains three main parts:

- A valve body.
- A pneumatic actuator.
- A regulator assembly.
EFFECTIVITY
engine
nacelle May 07
TOC
VIEW C
C
A SOlENOID hP BlEED
ElECTRICAl OVERRIDE
VIEW A CONNECTOR
ElECTRICAl
CONNECTOR FIlTER
ACTUATOR
ASSEMBlY
CFM56-5A
VIEW B B
COVER
PlATE
BUTTERFlY TRAIlING
PROBE
CFM56-5B EDGE
POSITION INDICATOR
AND MANUAl OVERRIDE
CTC--0-0 BlEED PRESSURE REGUlATOR VAlVE

EFFECTIVITY
engine
nacelle May 07
TOC
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.
EFFECTIVITY
engine
nacelle May 07
TOC
VIEW A
ElECTRICAl FIlTER
CONNECTOR
SOlENOID TO PRESSURE
ASSEMBlY REGUlATOR
VAlVE (PRV)
FROM PRECOOlER
UPSTREAM
ATTAChMENT
PlATE
FIlTER
NON RETURN
ASSEMBlY
ThERMOSTAT
ASSEMBlY
SAFETY
VAlVE FROM
PRECOOlER
ATTAChMENT
UPSTREAM
PlATE
CFM56-5B CFM56-5A
CTC--0-0 BlEED PRV CONTROl SOlENOID (ACCORDING TO VERSION)

EFFECTIVITY
engine
nacelle May 07
TOC
Overpressure Valve. When the upstream pressure increases and reaches

75 PSIG, the OPV starts to close. This decreases the
The Overpressure Valve (OPV) is installed downstream air flow and so reduces the downstream pressure. At
of the PRV. 85 PSIG upstream pressure the OPV is fully closed, it
opens again when the upstream pressure has decreased
It protects the system against damage if overpressure to less than or equal to 35 PSIG.
occurs.
The OPV is a 4 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.
EFFECTIVITY
engine
nacelle May 07
TOC
A VIEW A
ACTUATOR VIEW A
ASSEMBlY
ACTUATOR
ASSEMBlY
ElECTRICAl
CONNECTOR
VAlVE
BODY
ASSEMBlY
ElECTRICAl
CONNECTOR FWD
POSITION
INDICATOR
TEST
TEST PORT PORT
BUTTERFlY
VAlVE BODY
ASSEMBlY POSITION
CFM56-5A INDICATOR
BUTTERFlY
CFM56-5B
CTC--0-00 OVERPRESSURE VAlVE (ACCORDING TO VERSION)

EFFECTIVITY
engine
nacelle May 07
TOC
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 11 and 12 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.
EFFECTIVITY
engine
nacelle May 07
TOC
Powerplant
Aircraft
FAN AIR
FAN AIR VAlVE

FAN AIR
CONTROl
VAlVE
ThERMOSTAT
hOT AIR INlET

FROM PRV
BlEED AIR TO AIRCRAFT

PRECOOlER PNEUMATIC
ExChANGER SYSTEM
OVERBOARD FAN
ExhAUST AIR
CTC--0-0 PNEUMATIC - BlEED AIR PRECOOlER SYSTEM

EFFECTIVITY
engine
nacelle May 07
TOC
Fan Air Valve (FAV). A manual override serves to close the valve mechanically
on the ground.
The Fan Air Valve controls the flow of fan air to
the precooler exchanger. A thermal fuse installed on the valve body closes the
valve if the nacelle temperature reaches 450 deg.C.
The FAV is a 5.5 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 200 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.
EFFECTIVITY
engine
nacelle May 07
TOC
VIEW A
ACTUATOR ASSEMBlY
VENT SCREW
ElECTRICAl
CONNECTOR
ADJUSTABlE STOP
COVER PlATE
BUTTERFlY
TEST PORT
VIEW B
OVERPRESSURE VAlVE
FROM FAN AIR VAlVE

POSITION INDICATOR CONTROl ThERMOSTAT
AND MANUAl OVERRIDE B
CTC--0-00 FAN AIR VAlVE (FAV)

EFFECTIVITY
engine
nacelle May 07
TOC
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 200 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.
EFFECTIVITY
engine
nacelle May 07
TOC
VIEW A
FIlTER TO FAN
AIR VAlVE (FAV)
ATTAChEMENT
PlATE
TUBE
CTC--0-0 FAN AIR VAlVE CONTROl ThERMOSTAT (ACCORDING TO VERSION)

EFFECTIVITY
engine
nacelle May 07
TOC
EFFECTIVITY
engine
nacelle May 07
TOC
drive generator
EFFECTIVITY
drive
generator Page 175
TOC
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 115/200 V AC, 400 Hz power. Each IDG can
supply up to 90 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 125 pounds (57 kg).
Quick attach/detach (QAD) adapter.
The Quick attach/detach (QAD) adapter attaches the IDG

to the engine accessory gearbox (AGB).
EFFECTIVITY
drive
generator Page 176
TOC
VIEW A
IDG OIl
COOlER B
ElEC BAT 1 BAT 2

28V DC BAT 28V
150A 150A
DC 1
DC ESS
DC 2
VIEW B
TR 1 TR 2
28V ESS TR EMER GEN 28V
150A 150A
AC 1 AC ESS AC 2
GEN 1 GEN 2
26% APU 26%
116V 116V
400hZ 400hZ
IDG 1 90°C IDG 2 80°C
TAT +19°C G.W. 60300 KG

SAT +18°C C.G 28 1%
IDG OIl
ECAM COOlER
IDG (ACCORDING IDG (ACCORDING

TO VERSION) TO VERSION)
CFM56-5B CFM56-5A
CTC--00-0 DRIVE GENERATOR

EFFECTIVITY
drive
generator Page 177
TOC
GENERATOR DRIVE
(ALL):
Integrated drive generator (continued). Oil servicing.
The IDG components that you service or inspect are: You do the oil servicing of the IDG at the pressure fill port.
- Push-to-vent valve. You must push the push-to-vent valve to release IDG
- Electrical connectors. case air pressure before adding oil.
- Phase lead terminal.
- Disconnect reset ring. IDG oil pressure fill.
- Oil filter. A quick fill coupling installed on the transmission casing
- Differential pressure indicator (pop-out). enables pressure filling or topping up the unit with oil.
- Oil level sight glass. The oil thus introduced flows to the transmission via the
- Drain plug. scavenge filter and external cooler circuit. This ensures:
- Pressure fill adapter. - The priming of the external circuit.
- The filtration of any oil introduced.
(-5B):
Charge and scavenge oil filters. A drain plug at the bottom of the IDG permits to drain the
There are two remove-and-replace oil filters on the IDG. oil from the IDG.
You check and replace both filters at scheduled intervals.
You should always replace old filters by new filters. Oil level check.
The oil level can be read on the vertical sight glass.
The charge oil filter is downstream of the charge pump. Servicing is performed according to the oil level position
If this filter clogs, a differential pressure valve opens and in zones determined by different colors (red, yellow,
let oil bypass the filter. There is no indication if the filter green).
clogs.
NOTE:
The scavenge filter is downstream of the scavenge pump. Make sure that the engine has been shut down for 5
The differential pressure indicator shows if the filter clogs. minutes minimum before checking oil quantity.
EFFECTIVITY
drive
generator Page 178
TOC
VIEW A
IDENTIFICATION
PlATES
MODIFICATION
PlATE
VIEW B INPUT SPlINE

B
ShAFT
ElECTRICAl ElECTRICAl
CONNECTOR CONNECTOR C
A
VENT VAlVE
ElECTRICAl
CONNECTOR
B
DISCONNECT OIl lEVEl

RESET RING SIGhT GlASS
SCAVENGE FIlTER
∆P INDICATOR
SCAVENGE FIlTER
PhASE lEAD
TERMINAl ChARGE OIl
OVERFIll FIlTER
DRAIN PlUG OIl-IN PRESSURE OIl-OUT PORT
PORT FIll ADAPTER
CTC--0-0 INTEGRATED DRIVE GENERATOR (ACCORDING TO VERSION) (CFM56-5B)

EFFECTIVITY
drive
generator Page 179
TOC
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.
EFFECTIVITY
drive
generator Page 180
TOC
VIEW A
QAD
B
GEARBOx
A
VIEW B FWD
PUSh TO
VENT VAlVE ∆P IND. BUTTON
(SIlVER END. RED
ElECTRICAl CYlINDRICAl SIDE)
CONNECTORS OIl FIlTER
DISCONNECT
RESET RING
TERMINAl
BlOCK CASE DRAIN
PlUG
SIGhT
GlASS
OIl OUT OIl IN OVERFlOW PRESSURE
PORT PORT DRAIN PORT FIll PORT
CTC--0-00 INTEGRATED DRIVE GENERATOR (CFM56-5A)

EFFECTIVITY
drive
generator Page 181
TOC
EFFECTIVITY
drive
generator Page 182
TOC
engine fire protection and detection systems
EFFECTIVITY
fire protection/
detection systems Page 183
ALL CFM56-5A/-5B FOR A318-A319-A320-A321 Dec 09
TOC
ENGINE FIRE PROTECTION/DETECTION SYSTEM
Engine fire protection system.
The engine fire protection system is integrated within the

general engine nacelle components and also at the
bottom 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-off

valve, the EIU and the Bleed Monitoring Computer
(BMC).
EFFECTIVITY
fire protection/
TOC
COCKpIT
IndICATIOn
A/C
EIU FUEL
sYsTEM
HYdRAULIC EngInE FIRE BMC

sYsTEM pROTECTIOn sYsTEM
LIMIT EXTIngUIsH
dETECT OVERHEAT dETECT FIRE
FIRE AREA FIRE
CtC-235-038-03 FIRE pROTECTIOn sYsTEM pURpOsEs

EFFECTIVITY
fire protection/
TOC
Engine fire detection system. Fire detector.
The purpose of the engine fire detection system is to The purpose of the fire detector is to detect any overheat
detect and identify any fire source, and to transmit this or fire source and transmit this information to the fire
information to the cockpit. detection unit (FDU).
On each engine, there are two independent and Each fire and overheat detector has a sensing element
continuous loops for fire detection. The loops are and responder assembly. The detector has two sensing
connected in parallel to separate channels of a Fire functions. It responds to an overall ‘average’ temperature
Detection Unit (FDU). threshold or to a highly localized ‘discrete’ temperature
caused by impinging flame or hot gases.
One FDU, located in the avionics compartment, is
provided for each engine. They process signals The detection of a fire by one of the responders causes
received from the fire detectors. the closure of the corresponding ALARM switch.
The fire detection system is located in 2 areas around the The FIRE warning signal is transmitted through the FDU
engine, and one at the engine/aircraft interface. to the cockpit, at the following locations:
- ENG/APU FIRE panel (1WD): ENG/FIRE
The system consists of: pushbutton switch.
- 2 fire detectors under the accessory gearbox. - ENG panel (115VU): ENG/FIRE/FAULT annunciator.
- 2 fire detectors on the core engine at 10 and 2 - MASTER WARN light.
o’clock. - Upper ECAM display unit: ENG 1 (2) FIRE and fire
- 2 fire detectors near the pylon fire wall. extinguishing procedure.
- Lower ECAM display unit: engine page.
The Continuous Repetitive Chime (CRC) sounds.
EFFECTIVITY
fire protection/
TOC
pYLOn FIRE CORE FIRE

dETECTORs dETECTORs
DETECTORS
FIRE
FDU
dETECTORs
(AVIONICS
COMPARTMENT)
CFM56-5A
COCKPIT
FAn FIRE
dETECTORs
CFM56-5B
TgB
FWd
REspOndER
HOUsIng
sEnsIng
ELEMEnT
FIRE
dETECTORs
CtC-235-087-01 FIRE dETECTORs

EFFECTIVITY
fire protection/
TOC
Engine fire extinguishing system. Operation.
The engine fire extinguishing system puts out fires in the When the temperature reaches the threshold of the
engine compartment. monitored area of the engine, the FIRE warning comes
on red on the ENG 1 (2) FIRE pusbutton switch.
To put out the fire, the engine fire extinguishing system
floods the engine compartments with halon. Two fire The fire extinguishing system is activated. The engine
extinguisher bottles supply the halon for each engine. is isolated from the rest of the aircraft (hot air, fuel,
hydraulics, electrical power are closed).
The components of the engine fire extinguishing system
are: When the ENG 1 (2) FIRE pushbutton switch is pushed
- ENG/APU FIRE panel. in, the first fire extinguisher is fired. The extinguishing
- Fire extinguisher bottles (2). agent flows in the pipe and is sprayed in the engine
- Engine fire extinguishing ports. protected zones.
The ENG/APU FIRE panel (1WD) is located in the flight Thirty seconds later (after the first bottle has been
compartment on the overhead panel. discharged), if the fire is still present, the pilot fires the
second bottle.
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 P8 panel.
The two engine fire extinguishing ports are located on the

fan and core compartments.
EFFECTIVITY
fire protection/
TOC
EngInE FIRE
EXTIngUIsHER
pORTs
1Wd Eng/ApU FIRE pAnEL
FIRE
EXTIngUIsHER
BOTTLEs
EngInE FIRE
EXTIngUIsHER
pORTs
CtC-235-089-01 EngInE FIRE EXTIngUIsHIng sYsTEM

EFFECTIVITY
fire protection/
TOC
fire protection/
EFFECTIVITY Page 190
ALL CFM56-5A/-5B FOR A318-A319-A320-A321 detection systems
nacelle Dec 09
TOC
powerplant drains
EFFECTIVITY
powerplant
drains Page 191
TOC
POWERPLANT DRAINS
Lines are provided on the engine to collect waste fluids

and vapours coming from engine systems and
accessories 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.
EFFECTIVITY
powerplant
drains Page 192
TOC
DRAIN
TRANSFER
COllECTOR
GEARBOx
DRAIN
MODUlE
FWD
DRAIN
MAST
CTC--0-00 POWERPlANT DRAINS
EFFECTIVITY
powerplant
drains Page 193
TOC
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 2 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 2 holding tanks of

the drain collector assembly, are kept until the aircraft
reaches an airspeed of 200 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.
EFFECTIVITY
powerplant
drains Page 194
TOC
PYlON
PYlON DRAINS
FAN CORE
ACCESSORY DRAIN OIl FAN AREA CORE AREA

GEARBOx COllECTOR SCUPPER TRF
DRAIN ASSEMBlY
DRAIN COllECTOR 24 FWD FAN
SUMP CASE
MANIFOlD ASSEMBlY
STARTER CC AFT
SUMP
MODUlE 24
IDG CC OIl/FUEl
DRAIN hEAT
VBV VSV TCC
MAST hMU ExChANGER
4 COllECTORS
WITh MANUAl
FADEC
DRAIN VAlVE
PMA
FRV
hYD 32
PUMP CC
FUEl 132 40 36.5

PUMP CC CC CC FIRE ShIElD
lUBRICATION
FADEC: Full Authority Digital UNIT
Engine Control
FRV: Fuel Return Valve
hMU: hydromechanical Unit AIR
IDG: Integrated Drive Generator FIREPROOF
PMA: Permanent Magnet Alternator COWl lINE
FRANGIBlE
TCC: Turbine Clearance Control PRESSURE
TRF: Turbine Rear Frame VAlVE DRAIN MANIFOlD
VBV: Variable Bleed Valve MODUlE
RAM AIR
VSV: Variable Stator Vane INTAKE DRAIN
MAST
CTC--00-0 DRAIN SYSTEM
EFFECTIVITY
powerplant
drains Page 195
TOC
POWERPLANT DRAINS
Drain collector assembly.
The drain collector assembly is installed betwen the AGB

and the TGB.
It is composed of 4 drain collectors with manual drain

valves and 2 holding tanks.
The drain collector enables leakages to be collected

separately from 4 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.
EFFECTIVITY
powerplant
drains Page 196
TOC
VIEW A
FROM FUEl
PUMP PAD
FWD PRESSURIZED AIR
FROM DRAIN MODUlE
FROM hYDRAUlIC
FROM FUEl/OIl PUMP PAD
hOlDING TANK
TO DRAIN MODUlE
MANUAl DRAIN VAlVE

FROM IDG PAD
FROM STARTER PAD
FROM OIl/hYDRAUlIC DRAINS

hOlDING TANK
TO DRAIN MODUlE
CTC--0-0 DRAIN COllECTOR ASSEMBlY
EFFECTIVITY
powerplant
drains Page 197
TOC
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 200 kts.
It also receives fluids that are discharged directly

overboard through the drain mast.
EFFECTIVITY
powerplant
drains Page 198
TOC
VIEW A
FROM hEAT ExChANGER
FROM FUEl RETURN VAlVE
FROM OIl TANK SCUPPER
PRESSURE VAlVE
FROM DRAIN
COllECTOR ASSEMBlY
DRAIN MAST
CTC--0-00 DRAIN AND DRAIN MAST

EFFECTIVITY
powerplant
drains Page 199
TOC
EFFECTIVITY
powerplant
drains Page 200
TOC

CTC-235 NACELLE Dec09

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TRAINING MANUAL

CFMI Customer Training Center CFMI Customer Training Services

THIS PAGE INTENTIONALLY LEFT BLANK

Copyright 1998 CFM International

THIS PAGE INTENTIONALLY LEFT BLANK

A ATC AUTOTHROTTLE COMPUTER

INTERNATIONAL) DCU DATA CONVERSION UNIT

EGT EXHAUST GAS TEMPERATURE FDIU FLIGHT DATA INTERFACE UNIT

g.in GRAM X INCHES Hz HERTZ (CYCLES PER SECOND)

lbs. POUNDS, WEIGHT MMEL MAIN MINIMUM EQUIPMENT LIST

OD OUTLET DIAMETER PSID POUNDS PER SQUARE INCH DIFFERENTIAL

TRANSFORMER STP STANDARD TEMPERATURE AND PRESSURE

TEMPERATURE VDT VARIABLE DIFFERENTIAL TRANSFORMER

IMPERIAL / METRIC CONVERSIONS METRIC / IMPERIAL CONVERSIONS

1 mile = 1,609 km 1 km = 0.621 mile

1 sq.in. = 6,4516 cm² 1 m² = 10.76 sq. ft.

1 USG = 3,785 l (dm³) 1 m³ = 35.31 cu. ft.

1 lb. = 0.454 kg 1 kg = 2.205 lbs

1 psi. = 6.890 kPa 1 Pa = 1.45 10-4 psi.

section Page section Page

thrust reverser cowl opening. . . . . . . . . . . . . . . . . . . . . . . . . . . 63

powerplant drains. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191

The cowls enclose the periphery of the engine so as to

The nacelle is the aerodynamic structure around the

AERODYNAMICS ENGINE RIGIDITY CONNECTIONS ACCESS

CTC--00-0 NACEllE PURPOSES

The nacelle is made up of different major sections along

AIR INlET FAN ThRUST ExhAUST

CTC--00-0 NACEllE SECTIONS

THIS PAGE INTENTIONALLY LEFT BLANK

POWERPLANT - ENGINE HAZARDS

Engine run-ups must be carried out in approved areas. Exhaust heat.

CAUTION: Exhaust velocity.

INlET hAZARD SAFETY PRECAUTIONS

INlET hAZARD AREA

TO 199 FT (61 M) hEAT AND ExhAUST ENTRY/ExIT

MINIMUM IDlE TAKE-OFF ThRUST

CTC--0-0 POWERPlANT - ENGINE hAZARDS AREAS

POWERPLANT - engine hazards (continued)

Engine noise can cause temporary and/or permanent

The following charts provide information about distance

RADIAl DISTANCE FROM ENGINE IN METERS

CTC--00-0 POWERPlANT - ACOUSTICAl hAZARD AREAS

The engine is attached to the pylon by mounts, located

Cowls enclose the periphery of the engine so as to form

The cowling assembly consists of:

CTC--00-0 POWERPlANT - PRESENTATION

For quick servicing, the nacelle cowling is equipped with (-5B):

FAN COMPARTMENT ACTUATOR CONNECTION

FAN COMPARTMENT INTERPhONE

ANTI-ICE AND IDG

STARTER VAlVE AIR OUTlET PRESSURE RElIEF

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

FAN COMPARTMENT ACTUATOR CONNECTION

FAN COMPARTMENT INTERPhONE

ANTI-ICE AND ECU

STARTER VAlVE PRESSURE RElIEF

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

THIS PAGE INTENTIONALLY LEFT BLANK

THIS PAGE INTENTIONALLY LEFT BLANK

The engine is connected to the strut by two mounts:

Both mounts are designed to:

FORWARD MOUNT AFT MOUNT

CTC--00-0 NACEllE PURPOSES

CTC--00-0 NACEllE SECTIONS

CTC--0-0 POWERPlANT - ENGINE hAZARDS AREAS

CTC--00-0 POWERPlANT - ACOUSTICAl hAZARD AREAS

CTC--00-0 POWERPlANT - PRESENTATION

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

CTC--00-0 NACEllE - EQUIPMENT ACCESS POINTS (CFM56-5A)

CTC--0-0 ENGINE MOUNTS

CTC--00-0 FORWARD MOUNT

CTC--00-0 AFT MOUNT

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

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

CTC--0-00 INlET COWl ANTI-ICE VAlVE

CTC--0-0 INlET COWl ANTI-ICING SYSTEM - INDICATING

CTC--0-0 lATChES - hOlD-OPEN RODS - hINGES

CTC--0-0 T/R COWlS TENSION lATChES