Service Bulletin: CFM International

0 international CQ5[F~~~
cfm
SERVICE BULLETIN
TRANSMITTAL SHEET
CFM56-5B SERVICE BULLETIN 73-060 REVISION 2
January 08, 1999
ENGINE FUEL AND CONTROL - Electronic Control Unit (73-00-00) - Introduction of

Software Version 5.D.M
This page transmits Revision 2 to CFM56-5B S/B 73-060, dated July 31, 1998.
Revision 1 was dated August 11, 1998. All pages were not supplied.
This revision is issued to change the following:
• Paragraph 1.B.(4), Improvement, and paragraph 2., ACCOMPLISHMENT INSTRUCTIONS,
to add additional information to paragraph wording.
Technical content is FAA and DGAC approved.
Engines that have previously complied with this Service Bulletin are not
affected.
The letter R in the left margin identifies changes.
Due to text shifting with the addition of the revised material. this Service
Bulletin is reissued in its entirety.
342
I
I
0 international CQ5[F[R:AJ~(ID
cfm
SERVICE BULLETIN
1. PLANNING INFORMATION
A. Effectivity
CFM56-5B1/2, -5B2/2, -5B4/2, 5B6/2
CFM56-5B1/2P, -5B2/2P, -5B3/2P, -5B4/2P, -5B6/2P, -5B7/2P
(1) The old electronic control units (ECUs) 1820M87P01
(VIN 103E4973G101), 1820M87P02 (VIN 103E4973G102), 1820M87P04
(VIN 103E4973G104), 1820M87P05 (VIN 103E4973G105), 1820M87P06
(VIN 103E4973G106), 1820M87P07 (VIN 103E4973G107), 1820M87P09
(VIN 103E4973G109), 1820M87P10 (VIN 103E4973G110), 1820M88P01
(VIN 103E4974G101), 1820M88P02 (VIN 103E4974G102), 1820M88P04
(VIN 103E4974G104), 1820M88P05 (VIN 103E4974G105), 1820M88P06
(VIN 103E4974G106), 1820M88P07 (VIN 103E4974G107), 1820M88P09
(VIN 103E4974G109), and 1820M88P10 (VIN 103E4974G110) installed on
CFM56-5B dual annular combustor (DAC) engines or stocked as spares
are affected.
(2) The ECUs 1820M36P02 (VIN 103E4937G102), 1820M36P03
(VIN 103E4937G103), 1820M36P04 (VIN 103E4937G104), 1820M36P05
(VIN 103E4937G105), 1820M36P06 (VIN 103E4937G106), 1820M89P02
(VIN 103E4979G102), 1820M89P03 (VIN 103E4979G103), 1820M89P04
(VIN 103E4979G104), 1820M89P05 (VIN 103E4979G105), 1820M89P06
(VIN 103E4979G106), and stocked as spares for CFM56-5B single
annular combustor (SAC) engines can be reprogrammed with the DAC
software introduced by this Service Bulletin for use on DAC
engines.
(3) The new ECUs 1820M87P11 (VIN 103E4973G111) and 1820M88P11
(VIN 103E4974G111) will be introduced in production on the engine
serial numbers listed below:
779-406 and higher
(4) These serial numbers are the best available data.
B. Reason
(1) Objective:
Improve the operability, reliability, and maintainability of the
ECU.
July 31/98 CFM56-5B S/B 73-060

Revision 2, January 08/99 Page 1 of 38
cfm 0 international CQ5[p~~CID
SERVICE BULLETIN
1. B. (Continued)
(2) Condition:
The new ECUs 1820M88Pll (VIN 103E4974Glll) and 1820M87Pll (VIN
103E4973Glll) are identical to the certified (old) ECUs 1820M88P10
(VIN 103E4974G110) and 1820M87Pl0 (VIN 103E4973Gll0) operational
program (OP) version 5.D.L (PMUX and Non-PMUX option).
There are no changes to the certified baseline pressure sub-system
(PSS) OP software version P2.2, the certified baseline ARINC
communications interface (ACI) OP software version Al.O, or the
memory loader (ML) OP software version FC05. The ECU hardware
configuration for the new CFM56-5B/2 DAC ECU is identical to the
certified baseline CFM56-5B/2 DAC ECUs 1820M88P10
(VIN 103E4974G110) and 1820M87Pl0 (VIN 103E4973Gll0).
The new functional interface changes between the A321/A320/A319
aircraft and CFM56-5B/2 control system have been coordinated with
Airbus Industries. ECU main OP software version 5.D.M is intended
for the revenue service applications of Airbus Industries
A319/A320/A321 aircraft.
(3) Cause:
The changes to the main OP software are a result of aircraft
interface changes, customer requested changes, continued
refinement of the FADEC system, and improvements to enhance engine
performance and reliability.
(4) Improvement (relative to 5.D.L):
CAUTION: MANUAL EGT MONITORING IS REQUIRED ON ENGINES EQUIPPED
WITH 3D AERO STAGE 9 HP COMPRESSOR BLADES OPERATING WITH
5.D.M ECU SOFTWARE.
The new main OP software version 5.D.M describes changes to the
CFM56-5B/2, /2P DAC logic to introduce control software
improvements for engine models 5B6/2 and 5B6/2P for the A319
aircraft, engine models 5B4/2 and 5B4/2P for the A320 aircraft,
and engine models 5Bl/2, 5Bl/2P, 5B2/2, 5B2/2P and 5B3/2P for the
A321 aircraft. The new ECUs with main OP software version 5.D.M
contain changes within the DAC and fuel control logic as follows:
July 31/98 CFM56-5B S/B 73-060

Revision 2, January 08/99 Page 2
0 international @[?~~(])
cfm
SERVICE BULLETIN
Software Version S.D.M
1. B. (4) (Continued)
(a) Input Signal Processing
• Engine off time calculation and HPTC control
Current 58 software determines the engine shutdown time
(engine off time) based on GMT and date inputs from the
aircraft. A new algorithm has been established which
relates present HPT case temperature to the conditions at
the last engine shutdown. This schedule will determine
engine off time based on a temperature decay.
(b) Power Management
• 584 thrust rating change
The 584 max continuous rating has been revised to
incorporate a higher level of thrust between 0 and 16K
feet and mach 0.2 and 0.35 for delta temperatures of !SA
+250C and !SA +400C. This will remove any previous
limitations for the A320 aircraft operation for hot day
and high altitude takeoff conditions.
• Test cell thrust rating addition
The objective is to reach the highest thrust rating, the
583. Under test cell conditions with an acceptance test
cowl this occurs at a higher N1 than with the actual
aircraft cowl. To reach the correct thrust level in a
test cell an adder of 125 rpm is applied to the 583
maximum takeoff rating.
July 31/98 CFM56-5B S/B 73-060

cfm 0 international @[?~~CID
SERVICE BULLETIN
1. 8. (4) (b) (Continued)
• 587 take-off and go-around thrust rating addition
The 587 rating is added for the A319 application which
incorporates a different rating for go-around than for
takeoff. It yields a maximum takeoff thrust of 27.0Klbf
(12010 daN) for sea level static conditions, this thrust
rating is flat rated out to !SA +290C. The maximum
takeoff rating is the same as the 584 which is used on the
A320. The maximum continuous rating is the same as the
revised 584 max climb rating up to 25K feet. Above this
altitude the maximum allowable thrust becomes the max
climb rating. The max climb rating is the same as the 584
rating up to 25K feet. Above 25K feet the schedule is
identical to the current 582 max climb rating for all mach
numbers and delta temperatures.
The 587 thrust rating also has a unique go-around rating,
the purpose of this rating is to maintain A319 aircraft
handling quality in flight using the 586 rating, while
achieving a higher takeoff thrust (A320's 584 rating).
• 585 and 586 thrust rating refinements
The 585 and 586 thrust rating were very sensitive to
slight variations in aircraft mach number near zero mach.
Disturbances in total measured pressure due to wind gusts
. could cause mach number to change and thus the calculated
N1 limit rating would vary. These variations in N1 limit
could be observed on the aircraft cockpit display. The
585 and 586 thrust ratings have been flat rated out to a
mach number of 0.05.
• N1 trim schedules and improved washout
Investigation has found that the N1 trim washout algorithm
was not functioning correctly. The objective of the trim
washout is to remove the trim offset from the indicated N1
value as the redline limit is reached. The N1 trim
washout has been modified to address this issue.
July 31/98 CFM56-58 S/8 73-060

cfm 0 international (Ig[}i~~~
SERVICE BULLETIN
1. B. (4) (b) (Continued)
• Control software derived from improved washout
R CFM56-5B1 (reduces thrust by as much as 0.4 percent with
R zero N1 trim 1evel).
R CFM56-5B2 (reduces thrust by as much as to 0.2 percent
R with zero N1 trim 1evel).
R CFM56-5B2B (reduces thrust by as much as to 0.2 percent
R with zero N1 trim level).
R Therefore prior to implementing 5.D.M software on 5B1 name
R plated engines with a zero N1 trim plug, the engines must
R have demonstrated 0.4 percent thrust margin at the 5B1
R takeoff rating during the last test cell acceptance test.
R Therefore prior to implementing 5.D.M software on 5B2 or
R 5B2B name plated engines with a zero N1 trim plug, the
R engines must have demonstrated 0.2 percent thrust margin
R at the 5B2 or 5B2B takeoff rating during the last test
R ce 11 acceptance test.
(c) Fuel Control
• Cold weather ground starting fuel schedule
Improvements to the cold weather start by enriching the
start fuel schedules, locking the DAC in 20/0 mode and an
adjustment to the sliding EGT limit.
(d) DAC Control
• Nacelle cooling logic
Software version 5.D.K introduced nacelle cooling logic for
the DAC2C configuration to perform a forced mode switch
from 20/0 to 20/10 if EGT exceeded 550oC while on ground.
This new logic lowered the under cowl temperatures due to
the improved temperature profile achieved while operating
on 20/10 mode. The NACTB valve is being introduced to
provide the primary means of cooling the under cowl
temperature on the DAC2C. The forced mode switch is not
required for cooling on the DAC2C when the NACTB valve
operates properly. However, if the NACTB valve is commanded
to open for under cowl cooling and the valve fails to reach
the commanded position, the DAC cooling logic will be
activated.
July 31/98 CFM56-5B S/B 73-060

cfm 0 international CQ5[FIRA]~~
SERVICE BULLETIN
(e) Correction for VBV Dither
Additional flight testing has found that the VBV's were
dithering by 1.75 degrees peak-to-peak at the closed stop.
This dithering is the result of the VBV filtering logic which
was put into the ECU software version 5.D.H. to address a
larger VBV dithering problem. The one degree demand bias on
the VBV demand will be ramped in starting at 3.0 degrees off
the stop.
(f) LPTC Control Logic
There have been numerous LPTC position I demand disagree
faults reported in revenue service. These faults appear during
high altitude cruise conditions when the LPTC valve may be
commanded to full open (100%). Valve component level testing
has not identified any mechanical causes in the valve. System
rig testing has revealed that the actuation pressure was lower
than expected. The proposed change is to lower the saturation
current limit of the integrator in the LPTC servo dynamics
function. This results in the servo valve in the HMU opening
further and thus increasing the control pressure and has been
effective in eliminating the LPTC position I demand disagree
faults.
(g) Nacelle Cooling and Transient Bleed Control Logic
• Transient bleed valve 3-D aero protection deletion
Current software keeps the transient bleed valve open to
takeoff power. Specifically, the TBV remains open to 12,500
rpm N2K and closes over the interval of 12,500 to 13,000
rpm N2K. Also, the valve remains open for 10 seconds
following the accel transient to steady state transition.
This scheme was to provide additional margin for the ninth
stage blades in the 3-D aero designed compressor from
breaking. This additional margin is no longer needed.
Furthermore, these 3-D aero blades will now be replaced by
2-D aero compressor blades in the DAC engines. Also, there
was evidence that keeping the TBV open to takeoff power was
causing thermal stress damage to the HPTC manifold. Thus,
these TBV features will be removed. The TBV will now open
during transients up to 12,000 rpm, which is below takeoff,
and then is commanded full closed. The ten second delay
that held the TBV open has also been removed.
July 31198 CFM56-5B SIB 73-060

Revision 2, January 08199 Page 6
cfm 0 international CQ5[F~~CID
SERVICE BULLETIN
1. B. (4) (g) (Continued)
• Revised TBV control to prevent faults
TBV position/demand disagree faults were being set
following ground starts. Investigation has shown the
integrator in the servo dynamics loop was winding up
during the engine start and contributing to slow valve
response. Upon completion of the engine start, the valve
demand would change to 0%. Occasionally, the valve would
be slow enough to the change in demand that a position I
demand disagree fault would be set. The demand has been
changed to either open or closed, with the two discrete
levels the integrator in the servo dynamics function is no
longer needed and has been deleted.
(h) ARINC-429 Data Outputs
• ARINC-429 binary data word changes
The installation of the NACTB valve has impacted several
ARI NC-429 output 1abe ls. La be 1 055 wi 11 now contain the
feedback position for either the RACSB, or TBV, or NACTB
valve. Similarly, label 057 will contain the corresponding
calculated demand. The determination of which parameter is
output on each label is based on the engine identification
connector configuration.
• ARINC-429 discrete word changes
(i) Changes to Maintenance Logic
• New thrust reverser auto restow logic
The flight warning computer has for some time reported two
warnings (ENG x REVERSER FAULT and ENG x REVERSE UNLOCKED)
when the thrust reverser auto restow function is active on
the ground for greater than three seconds. No faults were
saved by the ECU. Consequently the maintenance personnel
did not have adequate direction to begin troubleshooting
the problem. A new fault message has been added that
corresponds to all of the conditions for which the FWC
will set the above ECAM warnings.
July 31/98 CFM56-5B S/8 73-060

0 international @[?~~~
cfm
SERVICE BULLETIN
1. B. (4) (i) (Continued)
• Position/demand disagree fault logic
Position/demand disagree faults (HPTC, RACSB, LPTC, VBV,
FMV) have been set when it is known that there is but one
sensor failing. A single cable on a feedback sensor may
be loose (VBV), or the sensor potting compound causing
stress fractures in the feedback circuit (RACSB), or a
single sensor has drifted in range (HPTC and LPTC)
erratically, each causing valve feedback dither and
occasionally resulting in position/demand disagree faults.
The position fault timer is reset to zero and the position
fault flag is cleared if a sensor fault or torque motor
fault is detected. Or if the output driver disconnect
relays are deactivated.
• DAMV fault classes
Currently the DAMV feedback fault and the DAMV torque
motor faults are class two for a dual channel failure.
With this fault classification it is possible to dispatch
the aircraft for 10 days with a DAMV faulted (closed)
throughout the entire flight. With the DAMV valve closed
engine could remain in the 20/0 mode for the flight.
Operating an engine while in the 20/0 mode up to high
power will have a detrimental affect on turbine hardware
due to thermal stress. Consequently, the DAMV feedback
and torque motor fault have been changed to class 1 for a
no go dispatch condition, which will trigger the ECAM
message ENG x CTL VALVE FAULT.
• Menu mode LRU identification screen
Contents of the LRU identification screen in menu mode has
been - removal of the overboost identifier as this feature
has been deleted. Two new thrust ratings for the "Test
Cell" and the "5B7" will be indicated when selected by the
engine identification connector. The "Test Cell" rating
will display with an amber colored message to alert the
maintenance crew if this rating should be installed on an
aircraft. Lastly, the installed configuration or the
RACSB valve, or the TBV valve, or the NACTB valve will now
be identified.
July 31/98 CFM56-5B S/B 73-060

cfm 0 international CQ5[?~~CID
SERVICE BULLETIN
1. B. (4) (i) (Continued)
• Addition of NACTB valve faults
A number of new faults have been added to support the
NACTB valve installation. These faults include the NACTB
feedback fault, the NACTB torque motor current fault , and
separate NAC and TB position/demand disagree faults. The
fault detection criteria is very similar to the existing
RACTB and TBV faults as are the assigned fault classes.
• New cl ass 3 fault report
All class 3 fault messages were previously displayed in
the menu mode schedule maintenance report. This was
directly accessed from the main menu. The purpose of the
schedule maintenance report is to identify all faults that
are long time dispatchable. However, there are a number
of class 3 faults that are an unlimited dispatch
condition. This mixture of both long time and unlimited
dispatch has caused confusion. The long time dispatch
items will remain in the scheduled maintenance report. A
new class 3 fault report has been added to display only
the unlimited dispatch faults.
• TC fault persistence
The HP turbine case temperature (TC) persistence time has
been increased to account for single sensor variation.
• New maintenance fault for 5B7 TO/GA invalid
The new 5B7 thrust rating has both takeoff and go-around
modes of operation as previously described. The inability
to correctly determine the takeoff or go-around state will
result in an ECAM warning "ADCl+ADC2+LGCIUn." It is a
class 1 fault for a no go dispatch condition.
• BSV failed open fault class
The current BSV failed open position I demand disagree
fault is classified as a class 2 fault (short term
dispatch). This fault has been changed to a class 1
corresponding to a no go dispatch condition.
July 31/98 CFM56-5B S/B 73-060

0 international ag(?(RA]~(ID
cfm
SERVICE BULLETIN
1. B. (Continued)
(5) Substantiation:
The new ECUs only affect software, no hardware is affected.
ECU improvements are substantiated by software tests, ECU
validation tests, and system rig tests.
C. Description
This Service Bulletin announces the production introduction and spare
parts avai 1abi 1ity of ECUs 1820M87Pll (VIN 103E4973G111) and 1820M88Pll
(VIN 103E4974G111).
NOTE: Older CFM56-5B/2 (DAC) software version part numbers (which are
no longer in revenue service due to issues such as exhaust gas
temperature [EGT] shunt, overthrust protection or DAC fuel.
mode, etc) are being deleted from the Illustrated Parts Catalog
(IPC) and are no longer authorized to be installed. Refer to
paragraph 3.B., Configuration Chart.
D. Compliance
(1) Technical Compliance:
Category 7
Do at customer convenience.
NOTE: The change in this Service Bulletin can be accomplished
in-shop or on-wing.
(2) Program Support:
None.
NOTE: Refer to paragraph 1.G., Material, for supply of
identification plates.
E. Approval
The FAA and DGAC have approved the technical content of this Service
Bulletin.
F. Manpower
After you get access to the ECU, you will need approximately 1.0 man-
hour for each engine.
July 31/98 CFM56-5B S/B 73-060

cfm 0 international ©C?~~~
SERVICE BULLETIN
1. (Continued)
G. Material
CFM International will supply the identification plates. Refer to
paragraph 3.A., Parts and Consumables. Send a Charge Purchase Order
(the purchase order must include the list of parts and the number of
this Service Bulletin) to:
North and South America Europe, Middle East, and
and Asia Customers Africa Region Customers
CFMI Inc. Customers CFMI SA Customers
Mgr. Customer Mgr. Spare Part Sales
Account Support CFM International
CFM International c/o SNECMA Site de Melun-Montereau
One Neumann Way Commercial Logistic Product Support
Room 115 B.P. 1936
Cincinnati, OH 45215-1988 77019 MELUN CEDEX, FRANCE
USA
Tele: (513) 771-5579 Tele: 33-1-64-14-8695
Telex: 155115 GEPSD Rapifax: 33-1-64-14-8765
Telex: CFMDAVC/692577F
H. Tooling
The following tools are required when reprogramming the ECU:
NOTE: CFM International recommends a Sundstrand or Demo Systems
portable data loader (PDL).
(1) PDL conforming to ARINC 615 Specification.
(2) ECU/PDL cable 856A1700G05 (on-wing or in-shop)
(3) Power supply cable 856A1700G02 (if required, in-shop)
(4) Power supply cable 856A1700G03 (if required, in-shop)
July 31/98 CFM56-5B S/B 73-060

0 international CQ5(?[R'A]~~
cfm
SERVICE BULLETIN
1. H. (Continued)
(5) Airlines/shops performing the ECU modification shall request the
following master reprogramming disks from Lockheed Martin Control
Systems Product Support Engineering. This is a one-time
requirement and should be retained for the life of the
modification program. Therefore, only one disk is required for
each approved airline/shop. Refer to Appendix I.
Part Number Part Name ECU

348A1845P21 Disk, Reprogramming 1820M88Pll
(ECU, PMUX) (VIN 103E4974G111)
348A1845P22 Disk, Reprogramming 1820M87Pll
(ECU, Non-PMUX) (VIN 103E4973G111)
The reprogramming disks will be provided at no charge. You must
provide the information on the REQUEST FOR ENGINE CONTROL SOFTWARE
(blank form located in the Appendix II). Send the completed
request to the following address:
Lockheed Martin Control Systems
600 Main Street, Room S18C
Johnson City, NY 13790-1888 USA
Attn: Commercial Product Support
Rapifax: 607.770.3015
I. Weight and Balance
Weight and balance are not changed.
July 31/98 CFM56-5B S/B 73-060

cfm 0 international @[p~~CID
SERVICE BULLETIN
1. (Continued)
J. References
Airbus Service Bulletin A320-73-1062, (5.D.M Software)
CFM56-5B Illustrated Parts Catalog, CFMI-TP.PC.12
A319/A320/A321 Aircraft Maintenance Manual
CFM56-5B S/B 73-051, ENGINE FUEL AND CONTROL- Electronic Control Unit
(73-00-00) - Introduction of Software Version 5.D.K
CFM56-5B S/B 73-054, ENGINE FUEL AND CONTROL - Electronic Control Unit
(73-00-00) - Introduction of Software Version 5.D.L
Electronic Control Unit (CMM) 73-21-68, CFMI-TP.CM.346
NOTE 1: This Service Bulletin is subject of aircraft mod 27725 and is
covered by Airbus Industrie S/B A320-73-1062.
NOTE 2: The reference documents listed below are for the engine
manufacturer's internal use only:
DCAS: 18543 CID: 236991 CN: 9805-17
K. Publications Affected
CFM56-5B Illustrated Parts Catalog, CFMI-TP.PC.12
A319/A320/A321 Aircraft Maintenance Manual
CFM56 ECU Component Maintenance Manual (73-21-68) CFMI-TP.CM.346
L. Previous Modifications
CFM56-5B S/B 73-051, ENGINE FUEL AND CONTROL- Electronic Control Unit
(73-00-00) - Introduction of Software Version 5.D.K
CFM56-5B S/B 73-054, ENGINE FUEL AND CONTROL - Electronic Control Unit
(73-00-00) - Introduction of Software Version 5.D.L
July 31/98 CFM56-5B S/B 73-060

cfm Q international ©CF~~CID
SERVICE BULLETIN
2. ACCOMPLISHMENT INSTRUCTIONS
CAUTION: MANUAL EGT MONITORING IS REQUIRED ON ENGINES EQUIPPED WITH 3D
AERO STAGE 9 HP COMPRESSOR BLADES OPERATING WITH 5.D.M ECU
SOFTWARE.
ACCOMPLISHMENT INSTRUCTIONS SHOULD ONLY BE PERFORMED BY CFM INTERNATIONAL
AUTHORIZED PERSONNEL, CFM INTERNATIONAL AUTHORIZED SERVICE SHOPS, OR
SERVICE SHOPS SUBSTANTIATED TO PERFORM THIS SPECIFIC MODIFICATION BY GEAE
OR SNECMA AND AFTER HAVING OBTAINED, AS REQUIRED, THE APPLICABLE APPROVAL
OF THE RESPONSIBLE AIRWORTHINESS AUTHORITIES PER THE FOLLOWING:
Substantiation from CFM International does not relieve the repair source
from complete responsibility for work done. Tooling, processes, and
sources contained in this procedure have been approved by GEAE or SNECMA.
Any changes thereto must be requested in writing before modified parts may
be installed on engines.
Direct correspondence to:
North and South America Europe, Middle East, and
and Asia Customers Africa Region Customers
CFMI Inc. Customers CFMI SA Customers
Mgr. Systems Programs Mgr. Product Support Engineering
Product Support Engineering CFM International
CFM International c/o SNECMA Site de Melun-Montereau
One Neumann Way Commercial Logistic Product Support
Room 423 B.P. 1936
Cincinnati, OH 45215-1988 USA 77019 MELUN CEDEX, FRANCE
Tele: (513) 552-2426 Tele: 33-1-64-14-8810
Rapifax: 33-1-64-14-8765
Telex: CFMDAVC/692577F
July 31/98 CFM56-5B S/B 73-060

cfm 0 international @[F~l;ID~
SERVICE BULLETIN
2. (Continued)
R Control software derived from improved washout as follows:
R CFM56-5B1 (reduces thrust by as much as 0.4 percent with
R zero N1 trim level).
R CFM56-5B2 (reduces thrust by as much as to 0.2 percent
R CFM56-5B2B (reduces thrust by as much as to 0.2 percent
R Therefore prior to implementing 5.D.M software on 5B1 name
R plated engines with a zero N1 trim plug, the engines must
R have demonstrated 0.4 percent thrust margin at the 5B1
R takeoff rating during the last test cell acceptance test.
R Therefore prior to implementing 5.D.M software on 5B2 or
R 5B2B name plated engines with a zero N1 trim plug, the
R engines must have demonstrated 0.2 percent thrust margin
R at the 5B2 or 5B2B takeoff rating during the last test
R cell acceptance test.
A. On-Wing Reprogramming
(1) Verify that the ECU power is off. Refer to Airbus Service
Bulletin A320-73-1062.
(2) Disconnect the engine rating and identification plug from the J4
connector of the ECU. Disconnect the aircraft cables from J2, J3,
and J4 on the ECU. Remove the protective cap from the J15
connector. Keep the cap. See figure 1.
(3) Connect the ECU/PDL adapter cable 856A1700G05 to the receptacle of
the PDL and to the J2, J3, J4, J14, and J15 receptacles of the ECU
to be reprogrammed.
NOTE: The ECU will be powered by aircraft (A/C) 28 VDC supply via
the J1 and J2 connectors.
(4) Connect the ECU/PDL adapter connector PC2 to the disconnected W2
A/C harness.
(5) Verify that the diskette is not installed in the POL.
(6) Apply power to the FAOEC system as described in Airbus Service
July 31/98 CFM56-5B S/B 73-060

0 international (Cg(?U\:jl]~(ID
cfm
SERVICE BULLETIN
2. A. (Continued)
(7) Turn on the POL.
NOTE 1: After the ECU is initially powered, there is a 5 minute
time limit during which the reprogramming procedure can
be initiated. Steps 2.A.(6) thru 2.A.(8) must be
completed within the 5 minute time period. After the 5
minute time limit has been reached, reprogramming is
disabled. Following this, power must be cycled on the
ECU to re-enable the reprogramming mode.
NOTE 2: After the PDL is initialized the Demo Systems PDL display
will read DISK NOT INSERTED. The Sundstrand PDL will
display an RDY indication.
(8) Insert the reprogramming software disk into the POL. Use the
table below to determine which disk to use:
Old ECU Part Number New ECU Part Number Disk Required
1820M88P01/P04/P05/P06/P 1820M88P11 348A1845P21
07/ P09/P10 (VIN 103E4974G111)
(VIN 103E4974G104/G105/
G106/G107/G109/G110)
1820M87P01/P04/P05/P06/P 1820M87P11 348A1845P22
07/ P09/P10 (VIN 103E4973G111)
(VIN 103E4973G104/G105/
G106/G107/G109/G110)
NOTE 1: CFM International will supply a master reprogramming
disk. Make working copies of this disk for use when
reprogramming the ECU. Retain the master disk.
NOTE 2: The PDL display messages shown in the following
procedures are from a Demo Systems POL. If you have a
Sundstrand PDL, the display messages will be different in
some cases. Below are the Demo Systems messages and
their Sundstrand equivalents.
Demo Systems Sundstrand Equivalent
LOAD COMPLETE = COMP (illuminated in green)
TRANSFER FAIL XFER (illuminated in red)
READ/WRITE FAIL R/W (illuminated in red)
July 31/98 CFM56-5B S/B 73-060

0 international CQ5[?~~CID
cfm
SERVICE BULLETIN
2. A. (8) (Continued)
NOTE 3: The PDL will automatically install the operating program
and NVM software to both channels of the ECU. If
successful the PDL will display LOAD COMPLETE.
NOTE 4: It takes approximately 20 minutes to reprogram an ECU.
If the reprogramming fails initially, the PDL will
attempt to reprogram two more times. It may take an
additional 3 to 5 minutes before the TRANSFER FAIL lamp
illuminates.
NOTE 5: During the installation procedure, the Demo Systems PDL
display will show a numeric value that will count down
from 256 to zero for the operation software, and from 16
to zero for the NVM. The countdown sequence will occur
twice; first for Channel B and again for Channel A.
(9) If a reprogramming error occurs, the Demo Systems PDL UNIT FAIL,
READ/WRITE FAIL or TRANSFER FAIL lamp illuminates, and the
Sundstrand PDL No Load Complete indication will occur after 10
minutes. Remove the power from both channels of the ECU. Refer
to Airbus Service Bulletin A320-73-1062, verify the cable
connections (figure 1), cycle power OFF to the ECU and PDL, then
repeat paragraphs 2.A.(6) thru 2.A.(8). If additional attempts
are made using the same disk, the original NVM removed from the
ECU during the first attempt and stored on the disk will be
overwritten. To save the original NVM, use a new disk when
additional attempts are made. No more than three attempts to
reprogram should be made if a failure re-occurs. If three
failures occur, contact CFM International Product Support
Engineering at the address listed at the beginning of paragraph 2.
(10) If LOAD COMPLETE is displayed on the PDL, remove the 28 VDC from
both channels (J1 and J2 connectors) of the ECU. Refer to Airbus
Service Bulletin A320-73-1062.
(11) Remove the disk from the POL.
(12) After ensuring all power is off, remove the ECU/PDL adapter cable
856A1700G05 from the W2, J2, J3, J4, J14, and J15 connectors.
Remove the PDL adapter cable from the POL.
(13) Connect the W2 connector to the J2 receptacle. Connect the
identification plug to the J14 connector, and the protective cap
on the J15 connector on the ECU. Connect the aircraft cables to
the J3 and J4 connectors.
July 31/98 CFM56-5B SIB 73-060

0 international @(?~~CID
cfm
SERVICE BULLETIN
2. A. (Continued)
(14) Apply power to the FADEC system as described in Airbus Service
(15) Enter MENU MODE from the cockpit MCDU. Refer to the
A319/A320/A321 Aircraft Maintenance Manual (AMM), 73-21-60.
(16) Enter engine serial number through the MCDU (if applicable).
Refer to the A319/A320/A321 AMM, 73-21-60.
(17) Select the LRU IDENTIFICATION FADEC REPORT. For the engine serial
number reprogrammed, verify that the ECU part number corresponds
to the new part number 1820M88P11 (VIN 103E4974G111) or 1820M87P11
(VIN 103E4973G111) as required.
(18) Do an operational test of the FADEC system using the non-motoring
FADEC system test. Refer to the A319/A320/A321 AMM, 71-00-00.
NOTE: Refer to Airbus Service Bulletin A320-73-1062 for
applicable tests.
(19) After the FADEC system test, if a fault is present, access the
troubleshooting report via the menu mode and verify that none of
the faults in the table below exist. Then print the test report:
FAULT MESSAGE FAULT DESCRIPTION
ECU (CPU FAULT) ECU-CPU Fault
ECU (NVM FAULT) ECU-NVM Fault
(20) After reprogramming, reidentify and install a new ECU
identification plate. Refer to paragraph 2.C., and figure 2.
(21) Mark the Service Bulletin identification plate with the number of
this Service Bulletin CFM56-5B 73-060, using a ball point pen.
NOTE: Do not remove the old Service Bulletin ID plate. If an old
ECU part number appears on the Service Bulletin ID plate,
mark a line through the part number with a ball point pen
and write the new ECU part number 1820M87P11 or 1820M88P11
as required.
B. In-Shop Reprogramming
(1) Connect the ECU/PDL adapter cable 856A1700G05 to the J2 connector
of the PDL and to the J3, J4, J14, and J15 connectors of the ECU
to be reprogrammed. See figure 1.
July 31/98 CFM56-5B S/B 73-060

0 international ag[F~~CID
cfm
SERVICE BULLETIN
2. B. (Continued)
(2) Connect the ECU/PDL cable connector PC2 to the test stand or
external power supply S2 connector. Connect the P2 connector to
the J2 connector of the ECU.
NOTE 1: The ECU is powered by a test stand or external power
supply 28 VDC through the J1 and J2 connectors.
NOTE 2: External power is supplied (if required) using power
supply cables 856A1700G02 and 856A1700G03 which attach to
the PC2 connector of the ECU/PDL adapter cable
856A1700G05.
(3) Connect the test stand or external power supply W1 connector to
the J1 connector of the ECU (not needed if using 856A1700G02/G03).
Verify that the diskette is not installed in the POL.
NOTE: Perform paragraphs 2.8.(4) thru 2.8.(6) within 5 minutes.
If the reprogramming software disk is not inserted within 5
minutes of applying power you must cycle power OFF to both
channels of the ECU and PDL before attempting to reprogram.
(4) Apply 28 VDC power to both channels (J1 and J2 connector pins 13
[positive] and 14 [negative]) of the ECU.
(5) Application of 28 VDC power will also initialize the POL. After
the PDL is initialized the Demo Systems PDL display will read DISK
NOT INSERTED. The Sundstrand PDL will display RDY indication.
July 31/98 CFM56-5B S/B 73-060

cfm 0 international @[p[t\:'A]~(])
SERVICE BULLETIN
2. B. (Continued)
(6) Insert the reprogramming software diskette into the POL. Use the
following chart.
FROM DAC PMUX TO DAC PMUX USE DISK
1820M88P01 1820M88Pll 348Al845P21
1820M88P02 1820M88Pll 348Al845P21
1820M88P04 1820M88Pll 348Al845P21
1820M88P05 1820M88Pll 348Al845P21
1820M88P06 1820M88Pll 348A1845P21
1820M88P07 1820M88Pll 348Al845P21
1820M88P09 1820M88Pll 348A1845P21
1820M88P10 1820M88Pll 348A1845P21
FROM SAC PMUX TO DAC PMUX USE DISK
1820M89P01 1820M88Pll 348A1845P21
1820M89P02 1820M88Pll 348A1845P21
1820M89P03 1820M88Pll 348Al845P21
1820M89P04 1820M88Pll 348A1845P21
1820M89P05 1820M88Pll 348Al845P21
1820M89P06 1820M88Pll 348A1845P21
FROM DAC NON-PMUX TO DAC NON-PMUX USE DISK
1820M87P01 1820M87Pll 348Al845P22
1820M87P02 1820M87Pll 348Al845P22
1820M87P04 1820M87Pll 348Al845P22
1820M87P05 1820M87Pll 348Al845P22
1820M87P06 1820M87Pll 348Al845P22
1820M87P07 1820M87Pll 348Al845P22
1820M87P09 1820M87Pll 348A1845P22
1820M87P10 1820M87Pll 348Al845P22
FROM SAC NON-PMUX TO DAC NON-PMUX USE DISK
1820M36P01 1820M87Pll 348Al845P22
1820M36P02 1820M87Pll 348Al845P22
1820M36P03 1820M87Pll 348Al845P22
1820M36P04 1820M87Pll 348Al845P22
1820M36P05 1820M87Pll 348A1845P22
1820M36P06 1820M87Pll 348Al845P22
July 31/98 CFM56-5B SIB 73-060

cfm 0 international CQ3[F~~~
SERVICE BULLETIN
NOTE 1: CFM International will supply a master reprogramming disk
(refer to paragraph 1.H.). Make working copies of this
disk for use when reprogramming the ECU. Retain the
master disk.
NOTE 2: The PDL display messages shown in the following
procedures are from a Demo Systems POL. If you have a
Sundstrand PDL, the display messages will be different in
some cases. Below are the Demo Systems messages and
their Sundstrand equivalents:
Demo Systems Sundstrand Equivalent
LOAD COMPLETE = COMP (illuminated in green)
TRANSFER FA! L = XFER (illuminated in red)
READ/WRITE FAIL R/W (illuminated in red)
NOTE 3: The PDL will automatically install the operating program
and NVM software to both channels of the ECU. If
successful the PDL will display LOAD COMPLETE.
NOTE 4: It takes approximately 20 minutes to reprogram an ECU.
If the reprogramming fails initially, the PDL will
attempt to reprogram two more times. It may take an
additional 3 to 5 minutes before the TRANSFER FAIL lamp
illuminates.
NOTE 5: During the installation procedure, the Demo Systems PDL
display will show a numeric value that will count down
from 256 to zero for the operation software, and from 16
to zero for the NVM. The countdown sequence will occur
twice; first for Channel B and again for Channel A.
(7) If a reprogramming error occurs, the Demo Systems PDL UNIT FAIL
READ/WRITE FAIL or TRANSFER FAIL lamp illuminates, and the
Sundstrand PDL No Load Complete indication will occur after 10
minutes. Remove the power from both channels of the ECU. Refer
to Airbus Service Bulletin A320-73-1062, verify the cable
connections (figure 1), cycle power OFF to the ECU and PDL, then
repeat paragraphs 2.A.(6) thru 2.A.(8). If additional attempts
are made using the same disk, the original NVM removed from the
ECU during the first attempt and stored on the disk will be
overwritten. To save the original NVM, use a new disk when
additional attempts are made. No more than three attempts to
reprogram should be made if a failure re-occurs. If three
failures occur, contact CFM International Product Support
Engineering at the address listed at the beginning of paragraph 2.
July 31/98 CFM56-5B SIB 73-060

cfm 0 international CQ5[F~~CID
SERVICE BULLETIN
2. B. (Continued)
(8) If LOAD COMPLETE is displayed on the PDL, remove the 28 VDC from
both channels (J1 and J2 connectors) of the ECU.
(9) Remove the disk from the POL.
(10) After making sure all power is off, remove the ECU/PDL interface
cable 856A1700G05 from the W2, J2, J3, J4, J14, and J15 connectors
on the ECU. Remove the PDL adapter cable from the POL.
(11) Insert the disk into an IBM compatible PC to verify that the ECU
is programmed correctly using the GEMVFY program.
NOTE: The GEMVFY program is included on the ECU software disk
supplied by CFM International.
(12) To execute GEMVFY, type A:GEMVFY12 and press RETURN. Follow the
GEMVFY program instructions and make sure that the new ECU part
number and software checksums agree with those shown on the
ECU/GSE forms. Refer to appendix I.
(13) When the GEMVFY program displays PASS for ECU part number as well
as checksums the ECU has been programmed correctly. Using the
PRINTSCREEN feature of the PC, make a paper copy of the final
results. Store this copy in the ECU folder.
(14) After reprogramming, reidentify and install a new ECU
identification plate. Refer to paragraph 2.C. See figure 2.
(15) Mark the Service Bulletin identification plate with the number of
this Service Bulletin CFM56-5B 73-060, using a ball point pen.
NOTE: Do not remove the old Service Bulletin ID plate. If an old
ECU part number appears on the Service Bulletin ID plate,
mark a line through the part number with a ball point pen
and write the new ECU part number 1820M87P11 or 1820M88P11,
as required.
July 31/98 CFM56-5B SIB 73-060

cfm 0 international crg[?~~CID
SERVICE BULLETIN
2. (Continued)
C. Identification Plate Replacement
(1) Remove the ECU identification plate by removing the two screws.
Discard the screws.
(2) Obtain a new ECU ID plate containing the same base part number of
the ECU being reprogrammed. Use ID plate 209C2069P7 for ECU
1820M87P11 (VIN 103E4973G111). Use ID plate 209C2069P8 for ECU
1820M88P11 (VIN 103E4974G111).
NOTE: If the pre-stamped identification plates are not available,
use blank plate 356A7550P1. All information must be added
to the blank identification plate.
(3) The ECU identification plate, as provided by CFM International is
missing some information. On line 3 (Serial No.), transfer the
numeric portion (and the alpha portion, if applicable) of the ECU
serial number from the old identification plate to the new
identification plate. Add all necessary information to the
identification plate (including the information in the table
below) using a 0.078 inch (1,98 mm) high steel hand stamp or
equivalent.
Identification Add to Line 1 Add to Line 2
Plate P/N (Part No.) (Supplier No.)
209C2069P7* 11 111
209C2069P8** 11 111
356A7550P1 07482SOCN1820M87P11 89954-103E4973G111
or or
07482SOCN1820M88P11 89954-103E4974G111
* - PMUX
** - Non-PMUX
(4) Add 0.5 percent (by weight) of Fungitrol #11 to black filling
compound and mix thoroughly.
NOTE: It is important that the Fungitrol particles are thoroughly
and completely mixed with the black filling compound.
July 31/98 CFM56-5B S/B 73-060

0 international ©CF~~CID
cfm
SERVICE BULLETIN
2. C. (Continued)
WARNING: KEEP ACETONE AWAY FROM HEAT AND FLAMES. USE SKIN AND EYE
PROTECTION. USE ACETONE WHERE THERE IS A GOOD FLOW OF AIR.
DO NOT BREATHE THE FUMES. ACETONE IS VERY FLAMMABLE AND IS
POISONOUS.
(5) For best application results, thin the filling compound before you
apply it. Use acetone (CP1039) or equivalent to thin the filling
compound in an amount suitable to the method of application.
(6) Apply filling compound to the ID plate to fill the engraving
completely. Filling compound may be applied by brush, squeegee,
roller, felt applicator, or other suitable method.
(7) As the filler begins to lose its gloss or gives a flat appearance,
carefully wipe away all excess filling compound with a clean
cloth, leaving black filling compound in the engravings. If
unwanted filling compound is difficult to remove, carefully wipe
it away with a cloth dampened with acetone (CP1039) or equivalent.
(8) Install the new ID plate using new screws, MS51957-13. Place the
new ID plate as shown in figure 2.
July 31/98 CFM56-5B S/B 73-060

cfm 0 international ©~~~~
SERVICE BULLETIN
PDL
ECU
P1 856A1700G05 P3
J1 J3
P4
J4
P14
J14
P15
J15
P2
28 VDC J2
POWER
SUPPLY
2C14973P06 PC2 P2 P1
J1
856A1700G02
OPTIONAL
856A1700G03 ~- RED (+28 VDC BENCH SUPPLY)

'-------~-- BLACK (GROUND)
.....____ ~I-IIFI n
ECU Reprogramming
Figure 1
July 31/98 CFM56-5B S/B 73-060

cfm 0 international ag[F[RAJ~~
SERVICE BULLETIN
SCREW
PIN MS51957-13
(QTY-2)
SCREW
PROTECTIVE CAP
P/N MS51957·13
PIN M83723·6D-122R
1162191-{)0
Identification Plate Replacement

Figure 2
July 31/98 CFM56-5B S/B 73-060

cfm 0 international CQ5~~~~
SERVICE BULLETIN
3. MATERIAL INFORMATION
A. Parts and Consumables
(1) Parts necessary to do this Service Bulletin:
Lead
Qty/ Unit Pkg Time/
Part Number Irul Part Name $ Price Qty Days
209C2069P7 (for (1) Plate, 8.75 (1) 30
ECU 1820M87) Identification
209C2069P8 (for (1) Plate, 8.75 (1) 30
ECU 1820M88) Identification
356A7550P1 (1) Plate, 5.50 (10) 30
Identification
NOTE: Prices can change.
(2) Future spare parts:
Lead
Qty/ Unit Pkg Time/
Part Number Irul Part Name $ Price Qty Days
1820M87Pll * (1) Unit, Quote (1) Quote
(VIN 103E4973G111) Electronic
Control
1820M88Pll (1) Unit, Quote (1) 30
(VIN 10E4974G111) Electronic
Control
* Non-PMUX only.
NOTE: Prices can change.
(3) Consumables:
Code Number Descri(2tion
Local Purchase Black Filling Compound TT-F-325A
Type 2 (Color: 37038)
Local Purchase Fungitrol 1fo11
CP1039 Acetone
Local Purchase Ball Point Pen
July 31/98 CFM56-5B S/B 73-060

0 international ~[?~~CID
cfm
SERVICE BULLETIN
3. (Continued)
B. Configuration Chart
Old Chg/
Qty/ Part Number/ Qty/ Sprt
New Part Number .ill9: Part Name IPC Location .ill9: OP Code
9324M30G01 (X) Assembly, Eng- 9324M30G01 (X) RM -/-
CFM56-5B1/2, 72-00-00-01-001
-582/2
-584/2
-586/2
1887M20G01/G02/G03 (X) Assembly, Eng- 1887M20G01/G02/G03 (X) RM -I-
CFM56-5B1/2P, 72-00-00-01-001
-5B2/2P
-5B3/2P
-5B4/2P
-5B6/2P
.1820M87Pll (1) ECU, Non-PMUX .1820M87P10 (1) su 1/A
(VIN 103E4973G111) (VIN 103E4973G110)
S/B 73-054
73-21-60-01-012
.1820M88Pll (1) ECU, PMUX .1820M88P10 (1) su 1/A
(VIN 103E4974G111) (VIN 103E4974G110)
S/B 73-054
73-21-60-01-010
(FIELD ONLY)
9324M30G01 (X) Assembly, Eng- 9324M30G01 (X) RM -I-
CFM56-5Bl/2, 72-00-00-01-001
-582/2,
-584/2,
-586/2
1887M20G01/G02/G03 (X) Assembly, Eng- 1887M20G01/G02/G03 (X) RM -I-
CFM56-5B1/2P, 72-00-00-01-001
-5B2/2P
-5B3/2P
-5B4/2P
-5B6/2P
July 31/98 CFM56-5B S/B 73-060

cfm 0 international ag[}i~~~
SERVICE BULLETIN
Software Version S.D.M
3. B. (Continued)
Old Chg/
Qty/ Part Number/ Qty I Sprt
New Part Number I!J..9. Part Name IPC Location Eng OP Code
.1820M87P11 (1) ECUI Non-PMUX .1820M87P01 (1) RW 1/-
(VIN 103E4973G111) (VIN 103E4973G101)
73-21-60-01-012
(-) ECU I Non- PMUX .1820M87P01 (1) DE -I-
(VIN 103E4973G101)
73-21-60-01-012
.1820M87Pll (1) ECUI Non-PMUX .1820M87P02 (1) RW 1/-
(VIN 103E4973G111) (VIN 103E4973G102)
73-21-60-01-012
(-) ECUI Non-PMUX .1820M87P02 (1) DE -I-
(VIN 103E4973G102)
73-21-60-01-012
.1820M87Pll (1) ECUI Non-PMUX .1820M87P04 (1) RW 1/-
(VIN 103E4973G111) (VIN 103E4973G104)
73-21-60-01-012
(-) ECUI Non-PMUX .1820M87P04 (1) DE -I-
(VIN 103E4973G104)
73-21-60-01-012
.1820M87Pll (1) ECU I Non- PMUX .1820M87P05 (1) RW 1/-
(VIN 103E4973G111) (VIN 103E4973G105)
73-21-60-01-012
(-) ECU I Non-PMUX .1820M87P05 (1) DE -I-
(VIN 103E4973G105)
73-21-60-01-012
July 31/98 CFM56-5B S/B 73-060

Revision 21 January 08/99 Page 29
0 international ag~IJ\:'A]~~
cfm
SERVICE BULLETIN
3. B. (Continued)
Old Chg/
New Part Number I!!g Part Name IPC Location Eng OP Code
.1820M87Pll (1) ECU, Non-PMUX .1820M87P06 (1) RW 11-
(VIN 103E4973G111) (VIN 103E4973G106)
73-21-60-01-012
(-) ECU, Non-PMUX .1820M87P06 (1) DE -1-
(VIN 103E4973G106)
73-21-60-01-012
.1820M87Pll (1) ECU, Non-PMUX .1820M87P07 (1) RW 1/-
(VIN 103E4973G111) (VIN 103E4973G107)
73-21-60-01-012
(-) ECU, Non-PMUX .1820M87P07 (1) DE -/-
(VIN 103E4973G107)
73-21-60-01-'012
.1820M87Pll (1) ECU, Non-PMUX .1820M87P09 (1) RW 1/A
(VIN 103E4973G111) (VIN 103E4973G109)
SIB 73-051
(-) ECU, Non-PMUX .1820M87P09 (1) DE -I-
(VIN 103E4973G109)
S/B 73-051
.1820M87Pll (1) ECU, Non-PMUX .1820M87P10 (1) RW 1/A
(VIN 103E4973G111) (VIN 103E4973G110)
S/B 73-054
.1820M88Pll (1) ECU , PMUX .1820M88P01 (1) RW 11-
(VIN 103E4974G111) (VIN 103E4974G101)
73-21-60-01-010
July 31/98 CFM56-5B S/B 73-060

cfm 0 international CQ5~~~CID
SERVICE BULLETIN
3. B. (Continued)
Old Chg/
New Part Number Eng Part Name !PC Location Eng OP Code
(-) ECU, PMUX .1820M88P01 ( 1) DE -I-
(VIN 103E4974G101)
73-21-60-01-010
.1820M88Pll (1) ECU , PMUX .1820M88P02 (1) RW 1/-
(VIN 103E4974G111) (VIN 103E4974G102)
73-21-60-01-010
(- ) ECU , PMUX .1820M88P02 (1) DE -I-
(VIN 103E4974G102)
73-21-60-01-010
.1820M88Pll (1) ECU, PMUX .1820M88P04 ( 1) RW 1/-
(VIN 103E4974G111) (VIN 103E4974G104)
73-21-60-01-010
(-) ECU, PMUX .1820M88P04 ( 1) DE -I-
(VIN 103E4974G104)
73-21-60-01-010
.1820M88Pll (1) ECU, PMUX .1820M88P05 ( 1) RW 1/-
(VIN 103E4974G111) (VIN 103E4974G105)
73-21-60-01-010
(-) ECU , PMUX .1820M88P05 ( 1) DE -I-
(VIN 103E4974G105)
73-21-60-01-010
.1820M88Pll (1) ECU , PMUX .1820M88P06 ( 1) RW 1/-
(VIN 103E4974G111) (VIN 103E4974G106)
73-21-60-01-010
July 31/98 CFM56-5B S/B 73-060

0 international (Ig[F~~~
cfm
SERVICE BULLETIN
3. B. (Continued)
Old Chg/
New Part Number Illi! Part Name I PC Location Illi! OP Code
- - - - (-) ECU, PMUX .1820M88P06 (1) DE -I-
(VIN 103E4974G106)
73-21-60-01-010
.1820M88Pll (1) ECU, PMUX .1820M88P07 (1) RW 1/-
(VIN 103E4974G111) (VIN 103E4974G107)
73-21-60-01-010
- - - - (-) ECU, PMUX .1820M88P07 (1) DE -I-
(VIN 103E4974G107)
73-21-60-01-010
(VIN 103E4974G111) (VIN 103E4974G109)
S/B 72-051
- - - - (-) ECU, PMUX .1820M88P09 (1) DE -I-
(VIN 103E4974G109)
S/B 72-051
.1820M88Pll (1) ECU, PMUX .1820M88P10 (1) RW 1/A
(VIN 103E4974G111) (VIN 103E4974G109)
S/B 73-054
9324M30G01 (X) Assembly, Eng- 9324M20G01 (X) RM -I-
CFM56-5B1/2, 72-00-00-01-001
-5B2/2
-5B4/2,
-5B6/2
1887M20G01/G02/G03 (X) Assembly, Eng- 1887M10G01 (X) RM -I-
CFM56-5B1/2P, 72-00-00-01-001
-5B2/2P
-5B3/2P
-5B4/2P
-5B6/2P
July 31/98 CFM56-5B S/B 73-060

0 international ccg[F~~CID
cfm
SERVICE BULLETIN
3. B. (Continued)
01 d Chg/
New Part Number Illil Part Name IPC Location Eng OP Code
(VIN 103E4973G111) (VIN 103E4937G101)
73-21-60-01-012
(VIN 103E4973G111) (VIN 103E4937G102)
73-21-60-01-012
(VIN 103E4973G111) (VIN 103E4937G103)
73-21-60-01-012
(VIN 103E4973G111) (VIN 103E4937G104)
73-21-60-01-012
(VIN 103E4973G111) (VIN 103E4937G105)
73-21-60-01-012
(VIN 103E4973G111) (VIN 103E4937G106)
73-21-60-01-012
(VIN 103E4974G111) (VIN 103E4979G102)
73-21-60-01-010
(VIN 103E4974G111) (VIN 103E4979G102)
73-21-60-01-010
July 31/98 CFM56-5B S/B 73-060

0 international CQ5~~~(ID
cfm
SERVICE BULLETIN
3. B. (Continued)
01 d Chg/
New Part Number Iilll Part Name IPC Location Iilll OP Code
(VIN 103E4974G111) (VIN 103E4979G103)
73-21-60-01-010
(VIN 103E4974G111) (VIN 103E4979G104)
73-21-60-01-010
(VIN 103E4974G111) (VIN 103E4979G105)
73-21-60-01-010
(VIN 103E4974G111) (VIN 103E4979G106)
73-21-60-01-010
NOTE 1: Specification 2000 Change Codes
1 = One-way interchangeable.
5 =Qualified interchangeability- Refer to paragraph 3.C.,
Interchangeability.
NOTE 2: Spare Parts Support Codes
A= Old parts will no longer be supplied.
NOTE 3: Operation Codes
SU = Superseded
RW = Rework
RM = Remains
July 31/98 CFM56-5B S/B 73-060

cfm 0 international crg[F~~CID
SERVICE BULLETIN
3. (Continued)
C. Interchangeabi 1ity
Physical interchangeability is not affected.
Functional interchangeability is affected because the new ECUs contain
S.D.M software. SAC ECUs are restricted to engine assembly 9324M20G01.
DAC ECUs are restricted to engine ~ssemblies 1887M20G01/G02/G03 and
9324M30G01. ECUs are not interchangeable. A SAC ECU can be
reprogrammed to a DAC ECU and can be used on DAC engines only. This
Service Bulletin allows conversion of a SAC ECU to a DAC ECU and is not
a conversion from a SAC engine to a DAC engine.
NOTE: On-wing intermixing of ECUs containing 5.D.L, and S.D.M,
software versions are addressed by Airbus Service Bulletin
A320-73-1062.
D. Disposition of Parts
Discard ID plate and screws.
July 31/98 CFM56-5B S/B 73-060

0 international ag(¥~~~
cfm
SERVICE BULLETIN
APPENDIX I
ECU/GSE SOFTWARE CONFIGURATION
Sheet 1 of 2
ECU 1820M87P11 (VIN 103E4973G111)
1. ECU SOFTWARE
A. CPU B. NVM
FILENAME 1CFM5D39.615 FILENAME 25D5D39B.615
VERSION 5D39 (5.D.M) VERSION B
VDD 355A6390 VDD 355A6394
C. CHECKSUMS (CPU) D. CHECKSUMS (NVM)
CPU ADEB 6BE8 BASELINE ADJUSTMENT 010F D8A2
CONTROL/LEARNING 0002 4D90
2. GSE SOFTWARE
A. DECODE PROGRAM B. DECODE DEFINITION FILE
FILENAME DECODE023.EXE FILENAME 5D39BOO.DCD
PART NO 311A7006 VERSION 00
VERSION 2.3
c. VERIFY SOFTWARE
FILENAME GEMVFY12. EXE
PART NO 311A6994
VERSION 1.2
3. REPROGRAMMING SOFTWARE DISK
PART NO 348A1845P22
4. RETRIEVE-ONLY SOFTWARE DISK
PART NO 348A1979P10
July 31/98 CFM56-5B S/B 73-060

0 international CQ3[?CK:AJ~CID
cfm
SERVICE BULLETIN
APPENDIX I
ECU/GSE SOFTWARE CONFIGURATION
Sheet 2 of 2
ECU 1820M88P11 (VIN 103E4974G111)
1. ECU SOFTWARE
A. CPU B. NVM
FILENAME 1CFM5D39.615 FILENAME 25D5D39A.615
VERSION 5D39 (5.D.M) VERSION A
VDD 355A6390 VDD 355A6393
C. CHECKSUMS (CPU) D. CHECKSUMS (NVM)
CPU ADEB 6BE8 BASELINE ADJUSTMENT 010F D8A2
CONTROL/LEARNING 0002 5590
2. GSE SOFTWARE
A. DECODE PROGRAM B. DECODE DEFINITION FILE
FILENAME DECODE023.EXE FILENAME 5D39AOO.DCD
PART NO 311A7006 VERSION 00
VERSION 2.3
c. VERIFY SOFTWARE
FILENAME GEMVFY12. EXE
PART NO 311A6994
VERSION 1.2
3. REPROGRAMMING SOFTWARE DISK
PART NO 348A1845P21
4. RETRIEVE-ONLY SOFTWARE DISK
PART NO 348A1979P10
July 31/98 CFM56-5B S/B 73-060

0 international @[?~~CID
cfm
SERVICE BULLETIN
APPENDIX II
REQUEST FOR ENGINE CONTROL SOFTWARE
To: Lockheed Martin Control Systems DATE:
600 Main St. RM. S18C
Johnson City, NY 13790-1888
Fax: (607) 770-3015
ATTN: COMMERCIAL PRODUCT SUPPORT
1. Per QCSI 400,00 Section 5.B, please prepare the following software:
DISK PN or VDD QTY NEW ECU PN NEW S/W VERSION
NOTE: SOFTWARE WILL BE DELIVERED ON 3.5 in. FLOPPY DISK FORMATTED FOR
-- 1.44MB UNLESS OTHERWISE SPECIFIED HERE:
2. Engine Control Program: CFM56-5B
.. N/A
~ CUSTOMER INFORMATION
NAME: -------------------------------
SHIP TO ADDRESS:---------------
5. Requested Ship Date: ____________

6. Requestor: -------------------------- FAX: _____________
7. Certificate Of Conformance required.
8. NI A
9. Any other special requirements?
July 31/98 CFM56-5B S/B 73-060


Service Bulletin: CFM International

Uploaded by

Copyright:

Available Formats

You might also like

Service Bulletin: CFM International

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Service Bulletin: CFM International

Uploaded by

Copyright:

Available Formats

0 international CQ5[F~~~

ENGINE FUEL AND CONTROL - Electronic Control Unit (73-00-00) - Introduction of

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-58 S/8 73-060

July 31/98 CFM56-5B S/B 73-060

July 31198 CFM56-5B SIB 73-060

July 31/98 CFM56-5B S/8 73-060

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-5B S/B 73-060

Part Number Part Name ECU

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-5B SIB 73-060

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-5B SIB 73-060

July 31/98 CFM56-5B SIB 73-060

July 31/98 CFM56-5B SIB 73-060

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-5B S/B 73-060

856A1700G03 ~- RED (+28 VDC BENCH SUPPLY)

July 31/98 CFM56-5B S/B 73-060

Identification Plate Replacement

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-5B S/B 73-060

July 31/98 CFM56-5B S/B 73-060

5. Requested Ship Date: ____________

9. Any other special requirements?

July 31/98 CFM56-5B S/B 73-060

You might also like