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CFM56-3 Line Maintenance CourseVolume II
Document: CFM3LMV2Revised: January 96
Published by:
CFMI Customer Training ProgramsGE Aircraft Engines
Customer Technical Education Center123 Merchant Street
Cincinnati, Ohio 45246
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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 practicesand 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 boththe U.S. Government and CFM International.
Copyright 1995 CFM International
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TABLE OF CONTENTS
Section Topic Revision Page Numbers
Intro Table of Contents ................................................................................ Jan 96 .................................. 5
Intro Abbreviations and Acronyms ............................................................... Jan 96 ................................ 6-11
1. Power Assurance Check Examples ..................................................... Jan 96 ................................ 1-66
2. Trim Table Examples ........................................................................... Jan 96 .................................. 1-8
3. Systems Review Exercise ................................................................... Jan 96 ............................. ..... 1-6
4. Diagnostic Run Data Examples ........................................................... Jan 96 ................................ 1-10
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ABBREVIATIONS AND ACRONYMS
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AC Alternating CurrentACARS Aircraft Communication Addressing and
Reporting SystemAD Airworthiness Directive
ADC Air Data ComputerADEPT Airline Data Engine Performance TrendADIRS Air Data and Inertial Reference SystemAGB Accessory GearboxAIDS Aircraft Integrated Data SystemALF Aft Looking ForwardAOG Aircraft On GroundAPU Auxiliary Power UnitARINC Aeronautical Radio Inc.ARP Aero Recommended Practice
ATA Air Transport AssociationAVM Aircraft Vibration Monitoring
BITE Built In Test EquipmentBSI Borescope InspectionBTU British Thermal Unit
C Celsius/Centigrade (degrees)CAD Computer Assisted DesignCBP Compressor Bleed Pressure
CCW Counter ClockwiseCDP Compressor Discharge PressureCESM Commercial Engine Service MemorandumCFM Commercial Fan MotorCFMI Commercial Fan Motor InternationalCIP Compressor Inlet Pressure
CIT Compressor Inlet Temperaturecm.g centimeter gramsCODEP Common DepositionCRT Cathode Ray Tube
CSD Constant Speed DriveCSI Cycles Since InstallationCSN Cycles Since NewCTEC Customer Technical Education CenterCW Clockwise
DC Direct CurrentDGAC Direction Generale de l’Aviation CivileDOD Domestic Object Damage
EBU Engine Buildup UnitECAM Electronic Centralized Aircraft MonitoringEFH Engine Flight HoursEFIS Electronic Flight Instrument SystemEGT Engine Gas TemperatureEICAS Engine Indicating and Crew Alerting
SystemEIS Electronic Instrument SystemEMF ElectroMotive ForceESN Engine Serial Number
F Fahrenheit (Degrees)F/I Flight IdleFAA Federal Aviation AdministrationFADEC Full Authority Digital Engine ControlFAR Federal Aviation Regulation
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FEIM Field Engineering Investigation MemoFFCCV Fan Frame Compressor Case VerticalFIT Fan Inlet Temperature
FLA Forward Looking AftFMV Fuel Metering ValveFN Net ThrustFOD Foreign Object DamageFPI Fluorescent Penetrant Inspection
g.in gram inchesG/I Ground IdleGEAE General Electric Aircraft EnginesGEM Ground-based Engine Monitoring
GPH Gallons Per HourGPM Gallons Per Minute
HC Hydro-CarbonsHCF High Cycle FatigueHP High PressureHPC High Pressure CompressorHPCR High Pressure Compressor RotorHPT High Pressure TurbineHPTCC High Pressure Turbine Clearance ControlHPTCCV High Pressure Turbine Clearance Control
ValveHPTN High Pressure Turbine NozzleHPTR High Pressure Turbine RotorHz Hertz
I/O Input/OutputIAS Indicated Air Speed
ID Inside DiameterIDG Integrated Drive GeneratorIFSD In-flight Shutdown
IGB Inlet GearboxIGV Inlet Guide Vanein. inchesIPB Illustrated Parts BreakdownIPC Illustrated Parts Catalogips Inches Per Second
K Kelvin (Degrees)One Thousand
KIAS Indicated Air Speed in Knots
kPa Kilo PaschalKv Kilovolts
L/E Leading Edgelbs. Pounds, WeightLCD Liquid Crystal DisplayLCF Low Cycle FatigueLP Low PressureLPC Low Pressure CompressorLPT Low Pressure TurbineLPTN Low Pressure Turbine NozzleLPTR Low Pressure Turbine RotorLRU Line Replaceable UnitLVDT Linear Variable Differential Transducer
mA Milliamperes (Current)MCD Magnetic Chip DetectorMCL Maximum Climb
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MCR Maximum CruiseMCT Maximum ContinuousMEC Main Engine Controlmils D.A. Mils Double Amplitude
mm MillimetersMN Mach NumberMPA Maximum Power AssuranceMTBF Mean Time Between FailuresMTBO Mean Time Between OverhaulMTBR Mean Time Between RemovalsmV MillivoltsmVDC Millivolts Direct Current
N1 Actual Fan Speed
N1* Desired Fan SpeedN1K Corrected Fan SpeedN2 Actual Core SpeedN2* Desired Core SpeedN2K Corrected Core SpeedNLR Speed Low Pressure Rotor
OAT Outside Air TemperatureOD Outside DiameterOGV Outlet Guide Vane
OVBD Overboard
P6 - Pb CIT Signal Pressure DifferentialP7 - Pb FIT Signal Pressure DifferentialPb Bypass PressurePc Regulated Servo Pressure
Pcr Case Regulated PressurePf Heated Servo PressurePIREPS Pilot ReportsPLA Power Lever Angle
PMC Power Management ControlPPH Pounds Per HourPPH Pounds Per HourPRSOV Pressure Regulating Shutoff ValvePs Pump Supply PressurePs12 Fan Inlet Static Air PressurePs13 Fan Outlet Static Air PressurePs3 Compressor Discharge Pressurepsi Pounds Per Square Inchpsia Pounds Per Square Inch Absolute
psid Pounds Per Square Inch DifferentialPt2.5 High Pressure Compressor Inlet Total Air
Pressure
QAD Quick Attach DetachQty. Quantity
R Rankin (degrees)RPM Revolutions Per MinuteRTV Room Temperature Vulcanizing
RVDT Rotary Variable Differential Transducer
S/B Service BulletinS/R Service RequestSER Service Evaluation Requestsfc Specific Fuel Consumption
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SG Specific GravitySGA Specific Gravity AdjustmentSLS Sea Level Standard
SLSD Sea Level Standard DaySN Serial NumberSNECMA Societe d’Etude et de Construction de
Moteurs d’AviationSTP Standard Temperature and PressureSVR Shop Visit Rate
T/E Trailing EdgeT/O TakeoffT/R Thrust Reverser
T12 Fan Inlet Total Air Temperature (Electrical)T2.0 Fan Inlet Temperature (Hydromechanical)T2.5 High Pressure Compressor Inlet Air
TemperatureT4.95 Exhaust Gas TemperatureTAI Thermal Anti-IceTAT Total Air TemperatureTBC Thermal Barrier Coating
The Boeing CompanyTBD To Be DeterminedTBO Time Between OverhaulTC1 Turbine Clearance Control (5th Stage
Signal)TC2 Turbine Clearance Control (9th Stage
Signal)TC3 Turbine Clearance Control (Timer Signal)TCCV Turbine Clearance Control Valve
TEMPER Turbine Engine Modular PerformanceEstimating Routine
TGB Transfer Gearbox
TMC Torque Motor CurrentTRF Turbine Rear FrameTs5 Turbine Clearance Control (5th Stage
Signal with Timer)Ts9 Turbine Clearance Control (9th Stage
Signal with Timer)TSI Time Since InstallationTSN Time Since NewTSO Time Since Overhaul
UER Unscheduled Engine RemovalUSAF United States Air ForceUSN United States Navy
VBV Variable Bleed ValveVDC Volts Direct CurrentVIB VibrationVMC Visual Meteorological ConditionVSV Variable Stator Vane
Wf Fuel Flow
YTD Year to Date
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POWER ASSURANCE CHECK EXAMPLES
ALL
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POWER ASSURANCE CHECK EXAMPLE #1
Engine ConditionsCFM56-3C-1 @ 23.5K Pounds Thrust.Ambient Temperature (OAT) = 90°F (32°C)Use MPA Fan Speed (for this example 85% N
1)
ProcedureRecord the following from the MPA Test Table @ 85% N
1
Fan Speed:
- OAT- N
1 target
- For 23.5K pounds thrust, EGT maximum- For CFM56-3C-1 engines, N
2 maximum
CFM56-3C-1 @ 23.5K
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OAT = 90°F
N1 TARGET = 87.3%
FOR 23.5K POUNDS THRUST, EGT MAXIMUM = 799°C
FOR CFM56-3C-1 ENGINES, N2 MAXIMUM = 97.6%
POWER ASSURANCE CHECK EXAMPLE #1
CFM56-3C-1 @ 23.5K
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POWER ASSURANCE CHECK EXAMPLE #1
ProcedureSet N1 target, after the engine operation is stable for four
minutes and record N1, N
2 and EGT.
CFM56-3C-1 @ 23.5K
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N1 = 87.0%
N2 = 95.5%
EGT = 785°C
POWER ASSURANCE CHECK EXAMPLE #1
CFM56-3C-1 @ 23.5K
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POWER ASSURANCE CHECK EXAMPLE #1
ProcedureAdjust the recorded parameters to the N1 target:
Use the N1 difference: (N
1 target - N
1 record)
For each 0.1% N1 positive difference (N
1target > N
1
record) adjust as follows:- add 1.0°C to the EGT record.- add 0.045% to the N
2 record.
For each 0.1% N1 negative difference (N
1target < N
1
record) adjust as follows:- subtract 1.0°C to the EGT record.- subtract 0.045% to the N
2 record.
CFM56-3C-1 @ 23.5K
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N1
TARGET - N1
RECORD = DIFFERENCE= 87.3 - 87.0= 0.3%
N2 ADJUSTMENT = N
2 RECORDED + (0.3/0.1) (0.045)
= 95.5 + (3 X .0045)= 95.5 + 0.1
= 95.6%
EGT ADJUSTMENT = EGT RECORDED + (0.3/0.1) (1)= 785 + (3 X 1)= 785 + 3= 788°C.
POWER ASSURANCE CHECK EXAMPLE #1
CFM56-3C-1 @ 23.5K
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POWER ASSURANCE CHECK EXAMPLE #1
ProcedureEGT adjustment for the HPTCC timer:- The EGT limits include the effects of the timer at
this thrust rating.- No more adjustment is necessary.
EGT adjustment for the altitude:- No adjustment is necessary for the altitude at this
thrust rating.
N2 adjustment for the thrust rating:- No adjustment is necessary at this thrust rating.
Compare the adjusted parameters to the determinedlimits.
Record the N2 margin and the EGT margin.
CFM56-3C-1 @ 23.5K
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N2 MAXIMUM = 97.6%
EGT MAXIMUM = 799°C
N2 MARGIN = N
2 MAXIMUM - N
2 ADJUSTMENT
= 97.6 - 95.6
= 2.0%
EGT MARGIN = EGT MAXIMUM - EGT RECORD= 799 - 788= 11°C.
POWER ASSURANCE CHECK EXAMPLE #1
CFM56-3C-1 @ 23.5K
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POWER ASSURANCE CHECK EXAMPLE #2
Engine ConditionsCFM56-3C-1 Engine @ 22K Pounds ThrustAmbient Temperature (OAT) = 90°F (32°C)Use MPA Fan Speed (for this example 85% N
1)
ProcedureRecord the following from the MPA Test Table @ 85% N
1
Fan Speed:
- OAT- N
1 target
- For 22K pounds thrust, EGT maximum- For CFM56-3C-1 engines, N
2 maximum
CFM56-3C-1 @ 22K
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OAT = 90°F
N1 TARGET = 87.3%
FOR 22K POUNDS THRUST, EGT MAXIMUM = 803°C
FOR CFM56-3C-1 ENGINES, N2 MAXIMUM = 97.6%
POWER ASSURANCE CHECK EXAMPLE #2
CFM56-3C-1 @ 22K
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POWER ASSURANCE CHECK EXAMPLE #2
ProcedureSet N
1 target, after the engine operation is stable for four
minutes and record N1, N
2 and EGT.
CFM56-3C-1 @ 22K
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Page 14Jan 9671-00-00
POWER ASSURANCE CHECK EXAMPLE #2
ProcedureAdjust the recorded parameters to the N
1 target:
Use the N1 difference: (N
1 target - N
1 record)
For each 0.1% N1 positive difference (N
1target > N
1
record) adjust as follows:- add 1.0°C to the EGT record.- add 0.045% to the N
2 record.
For each 0.1% N1 negative difference (N
1target < N
1
record) adjust as follows:- subtract 1.0°C to the EGT record.- subtract 0.045% to the N
2 record.
CFM56-3C-1 @ 22K
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POWER ASSURANCE CHECK EXAMPLE #2
ProcedureEGT adjustment for the HPTCC timer:
- Increase the EGT margin by 17°C.- If the timer is deactivated in service, do not increase
the EGT margin.
EGT adjustment for the altitude:- No adjustment is necessary for the altitude at this
thrust rating.
N2 adjustment for the thrust rating:- No adjustment is necessary at this thrust rating.
Compare the adjusted parameters to the determinedlimits.
Record the N2 margin and the EGT margin.
CFM56-3C-1 @ 22K
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N2 MAXIMUM = 97.6%
EGT MAXIMUM = 803°C
N2 MARGIN = N
2 MAXIMUM - N
2 ADJUSTMENT
= 97.6 - 95.6= 2.0%
EGT MARGIN = EGT MAXIMUM - EGT RECORD= 803 - 788= 15°C= 15°C + 17°C (TIMER ADJUSTMENT)= 32°C
POWER ASSURANCE CHECK EXAMPLE #2
CFM56-3C-1 @ 22K
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POWER ASSURANCE CHECK EXAMPLE #3
Engine ConditionsCFM56-3C-1 Engine @ 20K Pounds ThrustAmbient Temperature (OAT) = 90°F (32°C)Use MPA Fan Speed (for this example 85% N
1)
ProcedureRecord the following from the MPA Test Table @ 85%N
1 Fan Speed:
- OAT- N
1 target
- For 20K pounds thrust, EGT maximum- For CFM56-3C-1 engines, N
2 maximum
CFM56-3C-1 @ 20K
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OAT = 90°F
N1 target = 87.3%
For 20K pounds thrust, EGT maximum = 848°C
For CFM56-3C-1 engines, N2 maximum = 97.6%
POWER ASSURANCE CHECK EXAMPLE #3
CFM56-3C-1 @ 20K
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POWER ASSURANCE CHECK EXAMPLE #3
ProcedureSet N
1 target, after the engine operation is stable for four
minutes make a record of N1, N
2 and EGT.
CFM56-3C-1 @ 20K
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N1 = 87.0%
N2 = 95.5%
EGT = 785°C
POWER ASSURANCE CHECK EXAMPLE #3
CFM56-3C-1 @ 20K
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POWER ASSURANCE CHECK EXAMPLE #3
N1 TARGET - N
1 RECORD = DIFFERENCE
= 87.3 - 87.0= 0.3%
EGT ADJUSTMENT = EGT RECORDED + (0.3/0.1) (1)= 785 + (3 X 1)= 785 + 3
= 788°C.
N2 ADJUSTMENT = N
2 RECORDED + (0.3/0.1) (0.045)
= 95.5 + (3 X .0045)= 95.5 + 0.1= 95.6%
CFM56-3C-1 @ 20K
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Page 24Jan 9671-00-00
POWER ASSURANCE CHECK EXAMPLE #3
Procedure
EGT adjustment for the HPTCC timer:- Increase the EGT margin by 17°C.- If the timer is deactivated in service, do not increase
the EGT margin.
EGT adjustment for the altitude:- There is an altitude effect for this thrust rating.
- The MPA tables are for sea level.- For 4,000 feet and above operation, decrease the
EGT margin by 44°C.
N2 adjustment for the thrust rating:- Increase the N
2 margin by 0.6%.
Compare the adjusted parameters to the determinedlimits.
Record the N2 margin and the EGT margin.
CFM56-3C-1 @ 20K
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POWER ASSURANCE CHECK EXAMPLE #3
N2 MAXIMUM = 97.6%
EGT MAXIMUM = 848°C
N2 MARGIN = N
2 MAXIMUM - N
2 ADJUSTMENT
= 97.6 - 95.6= 2.0%= 2.0% + 0.6% (THRUST RATING)= 2.6%
EGT MARGIN = EGT MAXIMUM - EGT RECORD= 848 - 788= 60°C= 60°C + 17°C (TCC TIMER)= 77°C= 77°C - 44°C (ALTITUDE)
= 33°C (4000 FEET AND ABOVE)
CFM56-3C-1 @ 20K
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POWER ASSURANCE CHECK EXAMPLE #4
Engine Conditions
CFM56-3C-1 Engine @ 18.5K Pounds Thrust)Ambient Temperature (OAT) = 90°F (32°C)Use MPA Fan Speed (for this example 85% N
1)
ProcedureRecord the following from the MPA Test Table @ 85% N
1
Fan Speed:
- OAT- N
1 target
- For 18.5K pounds thrust, EGT maximum- For CFM56-3C-1 engines, N
2 maximum
CFM56-3C-1 @ 18.5K
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OAT = 90°F
N1 TARGET = 87.3%
FOR 18.5K POUNDS THRUST, EGT MAXIMUM = 874°C
FOR CFM56-3C-1 ENGINES, N2 MAXIMUM = 97.6%
POWER ASSURANCE CHECK EXAMPLE #4
CFM56-3C-1 @ 18.5K
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 28Jan 9671-00-00
POWER ASSURANCE CHECK EXAMPLE #4
Procedure
Set N1 target, after the engine operation is stable for fourminutes and record N
1, N
2 and EGT.
CFM56-3C-1 @ 18.5K
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 29Jan 96
71-00-00
N1 = 87.0%
N2 = 95.5%
EGT = 785°C
POWER ASSURANCE CHECK EXAMPLE #4
CFM56-3C-1 @ 18.5K
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 30Jan 9671-00-00
POWER ASSURANCE CHECK EXAMPLE #4
Procedure
Adjust the recorded parameters to the N1 target:Use the N
1 difference: (N
1 target - N
1 record)
For each 0.1% N1 positive difference (N
1target > N
1
record) adjust as follows:- add 1.0°C to the EGT record.- add 0.045% to the N
2 record.
For each 0.1% N1 negative difference (N
1target < N
1
record) adjust as follows:- subtract 1.0°C to the EGT record.- subtract 0.045% to the N
2 record.
CFM56-3C-1 @ 18.5K
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 31Jan 96
71-00-00
POWER ASSURANCE CHECK EXAMPLE #4
N1 TARGET - N
1 RECORD = DIFFERENCE
= 87.3 - 87.0= 0.3%
N2 ADJUSTMENT = N
2 RECORDED + (0.3/0.1) (0.045)
= 95.5 + (3 X .0045)= 95.5 + 0.1
= 95.6%
EGT ADJUSTMENT = EGT RECORDED + (0.3/0.1) (1)= 785 + (3 X 1)= 785 + 3= 788°C.
CFM56-3C-1 @ 18.5K
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 33Jan 96
71-00-00
N2 MAXIMUM = 97.6%
EGT MAXIMUM = 874°C
N2 MARGIN = N
2 MAXIMUM - N
2 ADJUSTMENT
= 97.6 - 95.6= 2.0%= 2.0% + 1.3% (THRUST RATING)= 3.3%
EGT MARGIN = EGT MAXIMUM - EGT RECORD= 874 - 788= 86°C= 86°C + 17°C (TCC TIMER)= 103°C= 103°C - 44°C (ALTITUDE)
= 59°C (4000 FEET AND ABOVE)
POWER ASSURANCE CHECK EXAMPLE #4
CFM56-3C-1 @ 18.5K
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CFMI PROPRIETARY INFORMATION
Page 34Jan 9671-00-00
POWER ASSURANCE CHECK EXAMPLE #5
Engine Conditions
CFM56-3B-2 Engine @ 22K Pounds ThrustAmbient Temperature (OAT) = 90°F (32°C)Use MPA Fan Speed (for this example 85% N
1)
ProcedureFrom the MPA Test Table (85% N
1 Fan Speed):
- OAT- N
1 target
- For 22K pounds thrust, EGT maximum- For CFM56-3B-2 engines, N
2 maximum
CFM56-3B-2 @ 22K
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CFMI PROPRIETARY INFORMATION
Page 35Jan 96
71-00-00
POWER ASSURANCE CHECK EXAMPLE #5
OAT = 90°F
N1 TARGET = 87.3%
FOR 22K POUNDS THRUST, EGT MAXIMUM = 803°C
FOR CFM56-3B-2 ENGINES, N2 MAXIMUM = 97.9%
CFM56-3B-2 @ 22K
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 36Jan 9671-00-00
POWER ASSURANCE CHECK EXAMPLE #5
Procedure
Set N1 target, after the engine operation is stable for fourminutes and record N
1, N
2 and EGT.
CFM56-3B-2 @ 22K
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CFMI PROPRIETARY INFORMATION
Page 37Jan 96
71-00-00
POWER ASSURANCE CHECK EXAMPLE #5
N1 = 87.0%
N2 = 95.5%
EGT = 780°C
CFM56-3B-2 @ 22K
cfm international CFM56-3 TRAINING MANUAL
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 38Jan 9671-00-00
POWER ASSURANCE CHECK EXAMPLE #5
Procedure
Adjust the recorded parameters to the N1 target:Use the N
1 difference: (N
1 target - N
1 record)
For each 0.1% N1 positive difference (N
1target > N
1
record) adjust as follows:- add 1.0°C to the EGT record.- add 0.045% to the N
2 record.
For each 0.1% N1 negative difference (N
1target < N
1
record) adjust as follows:- subtract 1.0°C to the EGT record.- subtract 0.045% to the N
2 record.
CFM56-3B-2 @ 22K
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CFMI PROPRIETARY INFORMATION
Page 39Jan 96
71-00-00
POWER ASSURANCE CHECK EXAMPLE #5
N1 TARGET - N
1 RECORD = DIFFERENCE
= 87.3 - 87.0= 0.3%
N2 ADJUSTMENT = N
2 RECORDED + (0.3/0.1) (0.045)
= 95.5 + (3 X .0045)= 95.5 + 0.1= 95.6%
EGT ADJUSTMENT = EGT RECORDED + (0.3/0.1) (1)= 780 + (3 X 1)
= 780 + 3= 783°C.
CFM56-3B-2 @ 22K
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POWER ASSURANCE CHECK EXAMPLE #5
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 40Jan 9671-00-00
POWER ASSURANCE CHECK EXAMPLE #5
Procedure
EGT adjustment for the HPTCC timer:- Increase the EGT margin by 17°C.- If the timer is deactivated in service, do not increase
the EGT margin.
EGT adjustment for the altitude:- No adjustment is necessary for the altitude at this
thrust rating.
N2 adjustment for the thrust rating:- No adjustment is necessary at this thrust rating.
Compare the adjusted parameters to the determinedlimits.
Record the N2 margin and the EGT margin.
CFM56-3B-2 @ 22K
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CFMI PROPRIETARY INFORMATION
Page 41Jan 96
71-00-00
POWER ASSURANCE CHECK EXAMPLE #5
N2 MAXIMUM = 97.6%
EGT MAXIMUM = 803°C
N2 MARGIN = N
2 MAXIMUM - N
2 ADJUSTMENT
= 97.9 - 95.6= 2.3%
EGT MARGIN = EGT MAXIMUM - EGT RECORD= 803 - 783= 20°C= 20°C + 17°C (TCC TIMER)= 37°C
CFM56-3B-2 @ 22K
cfm international CFM56-3 TRAINING MANUAL
POWER ASSURANCE CHECK EXAMPLE #6
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 42Jan 9671-00-00
POWER ASSURANCE CHECK EXAMPLE #6
Engine Conditions
CFM56-3B-2 Engine @ 20K Pounds ThrustAmbient Temperature (OAT) = 90°F (32°C)Use MPA Fan Speed (for this example 85% N
1)
ProcedureFrom the MPA Test Table (85% N
1 Fan Speed):
- OAT- N
1
target- For 20K pounds thrust, EGT maximum- For CFM56-3B-2 engines, N
2 maximum
CFM56-3B-2 @ 20K
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CFMI PROPRIETARY INFORMATION
Page 43Jan 96
71-00-00
POWER ASSURANCE CHECK EXAMPLE #6
OAT = 90°F
N1 TARGET = 87.3%
FOR 20K POUNDS THRUST, EGT MAXIMUM = 848°C
FOR CFM56-3B-2 ENGINES, N2 MAXIMUM = 97.9%
CFM56-3B-2 @ 20K
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POWER ASSURANCE CHECK EXAMPLE #6
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 44Jan 9671-00-00
Procedure
Set N1 target, after the engine operation is stable for fourminutes and record N
1, N
2 and EGT.
CFM56-3B-2 @ 20K
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 45Jan 96
71-00-00
POWER ASSURANCE CHECK EXAMPLE #6
N1 = 87.0%
N2 = 95.5%
EGT = 785°C
CFM56-3B-2 @ 20K
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POWER ASSURANCE CHECK EXAMPLE #6
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 48Jan 9671-00-00
Procedure
EGT adjustment for the HPTCC timer:- Increase the EGT margin by 17°C.- If the timer is deactivated in service, do not increase
the EGT margin.
EGT adjustment for the altitude:- There is an altitude effect for this thrust rating.- The MPA tables are for sea level.- If the route structure of the airplane includes an
airport at 4,000 feet and above, decrease the EGTmargin by 44°C.
N2 adjustment for the thrust rating:- Increase the N
2 margin by 0.6%.
Compare the adjusted parameters to the determinedlimits.
Record the N2 margin and the EGT margin.
CFM56-3B-2 @ 20K
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 49Jan 96
71-00-00
POWER ASSURANCE CHECK EXAMPLE #6
N2 MAXIMUM = 97.9%
EGT MAXIMUM = 874°C
N2 MARGIN = N
2 MAXIMUM - N
2 ADJUSTMENT
= 97.9 - 95.6= 2.3%= 2.3% + 0.6% (THRUST RATING)= 2.9%
EGT MARGIN = EGT MAXIMUM - EGT RECORD= 848 - 788= 60°C= 60°C + 17°C (TCC TIMER)= 77°C= 77°C - 44°C (ALTITUDE)
= 33°C (4000 FEET AND ABOVE)
CFM56-3B-2 @ 20K
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POWER ASSURANCE CHECK EXAMPLE #7
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 50Jan 9671-00-00
Engine Conditions
CFM56-3-B1 Engine @ 20K Pounds ThrustAmbient Temperature (OAT) = 90°F (32°C)Use MPA Fan Speed (for this example 85% N
1)
ProcedureFrom the MPA Test Table (85% N
1 Fan Speed):
- OAT- N
1 target
- For 20K pounds thrust, EGT maximum- For CFM56-3-B1 engines, N
2 maximum
CFM56-3-B1 @ 20K
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CFMI PROPRIETARY INFORMATION
Page 51Jan 9671-00-00
POWER ASSURANCE CHECK EXAMPLE #7
OAT = 90°F
N1 TARGET = 87.3%
FOR 20K POUNDS THRUST, EGT MAXIMUM = 848°C
FOR CFM56-3-B1 ENGINES, N2 MAXIMUM = 98.6%
CFM56-3-B1 @ 20K
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POWER ASSURANCE CHECK EXAMPLE #7
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 52Jan 9671-00-00
Procedure
Set N1 target, after the engine operation is stable for fourminutes and record N
1, N
2 and EGT.
CFM56-3-B1 @ 20K
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 53Jan 9671-00-00
POWER ASSURANCE CHECK EXAMPLE #7
N1 = 87.0%
N2 = 95.5%
EGT = 780°C
CFM56-3-B1 @ 20K
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POWER ASSURANCE CHECK EXAMPLE #7
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 54Jan 9671-00-00
Procedure
Adjust the recorded parameters to the N1 target:Use the N1 difference: (N
1 target - N
1 record)
For each 0.1% N1 positive difference (N
1target > N
1
record) adjust as follows:- add 1.0°C to the EGT record.- add 0.045% to the N
2 record.
For each 0.1% N1 negative difference (N1 target < N1
record) adjust as follows:- subtract 1.0°C to the EGT record.- subtract 0.045% to the N
2 record.
CFM56-3-B1 @ 20K
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 55Jan 9671-00-00
POWER ASSURANCE CHECK EXAMPLE #7
N1 TARGET - N
1 RECORD = DIFFERENCE
= 87.3 - 87.0= 0.3%
N2 ADJUSTMENT = N
2 RECORDED + (0.3/0.1) (0.045)
= 95.5 + (3 X .0045)= 95.5 + 0.1= 95.6%
EGT ADJUSTMENT = EGT RECORDED + (0.3/0.1) (1)= 780 + (3 X 1)= 780 + 3= 783°C.
CFM56-3-B1 @ 20K
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 56Jan 9671-00-00
Procedure
EGT adjustment for the HPTCC timer:- The timer is not available, no adjustment isnecessary.
EGT adjustment for the altitude:- There is an altitude effect for this thrust rating.- The MPA tables are for sea level.- If the route structure of the airplane includes an
airport at 4,000 feet and above, decrease the EGTmargin by 44°C.
N2 adjustment for the thrust rating:- No adjustment is necessary at this thrust rating.
Compare the adjusted parameters to the determined
limits.
Record the N2 margin and the EGT margin.
CFM56-3-B1 @ 20K
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 57Jan 9671-00-00
POWER ASSURANCE CHECK EXAMPLE #7
N2 MAXIMUM = 98.6%
EGT MAXIMUM = 848°C
N2 MARGIN = N
2 MAXIMUM - N
2 ADJUSTMENT
= 98.6 - 95.6= 3.0%
EGT MARGIN = EGT MAXIMUM - EGT RECORD= 848 - 783= 65°C= 65°C - 44°C (ALTITUDE)= 21°C (4000 FEET AND ABOVE)
CFM56-3-B1 @ 20K
cfm international CFM56-3 TRAINING MANUAL
POWER ASSURANCE CHECK EXAMPLE #8
Engine Conditions
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 58Jan 9671-00-00
Engine Conditions
CFM56-3-B1 Engine @ 18.5K Pounds ThrustAmbient Temperature (OAT) = 90°F (32°C)Use MPA Fan Speed (for this example 85% N
1)
ProcedureFrom the MPA Test Table (85% N
1 Fan Speed):
- OAT- N
1 target
- For 18.5K pounds thrust, EGT maximum- For CFM56-3-B1 engines, N
2 maximum
CFM56-3-B1 @ 18.5K
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CFMI PROPRIETARY INFORMATION
Page 59Jan 9671-00-00
POWER ASSURANCE CHECK EXAMPLE #8
OAT = 90°F
N1 TARGET = 87.3%
FOR 18.5K POUNDS THRUST, EGT MAXIMUM = 874°C
FOR CFM56-3-B1 ENGINES, N2 MAXIMUM = 98.6%
CFM56-3-B1 @ 18.5K
cfm international CFM56-3 TRAINING MANUAL
POWER ASSURANCE CHECK EXAMPLE #8
Procedure
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 60Jan 9671-00-00
Procedure
Set N1 target, after the engine operation is stable for fourminutes and record N1, N
2 and EGT.
CFM56-3-B1 @ 18.5K
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 61Jan 9671-00-00
POWER ASSURANCE CHECK EXAMPLE #8
N1 = 87.0%
N2 = 95.5%
EGT = 780°C
CFM56-3-B1 @ 18.5K
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 63Jan 9671-00-00
POWER ASSURANCE CHECK EXAMPLE #8
N1 TARGET - N
1 RECORD = DIFFERENCE
= 87.3 - 87.0= 0.3%
N2 ADJUSTMENT = N
2 RECORDED + (0.3/0.1) (0.045)
= 95.5 + (3 X .0045)= 95.5 + 0.1= 95.6%
EGT ADJUSTMENT = EGT RECORDED + (0.3/0.1) (1)= 780 + (3 X 1)= 780 + 3= 783°C.
CFM56-3-B1 @ 18.5K
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 65Jan 9671-00-00
POWER ASSURANCE CHECK EXAMPLE #8
N2 MAXIMUM = 98.6%
EGT MAXIMUM = 874°C
N2 MARGIN = N
2 MAXIMUM - N
2 ADJUSTMENT
= 98.6 - 95.6= 3.0%= 3.0% + 0.7% (THRUST RATING)= 3.7%
EGT MARGIN = EGT MAXIMUM - EGT RECORD= 874 - 783= 91°C= 91°C - 44°C (ALTITUDE)= 47°C (4000 FEET AND ABOVE)
CFM56-3-B1 @ 18.5K
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 66Jan 9671-00-00
THIS PAGE INTENTIONALLY LEFT BLANK
CFM56-3-B1 @ 18.5K
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CFMI PROPRIETARY INFORMATION
Page 1Jan 96ALL 71-00-00
TRIM TABLE EXAMPLES
cfm international CFM56-3 TRAINING MANUAL
TRIM TABLE USAGE
DescriptionThe CFM56 3 trim tables provide the following
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EFFECTIVITY
CFMI PROPRIETARY INFORMATION
Page 2Jan 9671-00-00
ALL
The CFM56-3 trim tables provide the followinginformation:
- Low Idle (%N2)
- High Idle (%N2)
- Part Power PMC OFF (%N2)
- Part Power PMC ON (%N1)
- Static Take Off PMC ON/OFF (%N1)
- Accel Check Target (%N1)
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CFMI PROPRIETARY INFORMATION
Page 3Jan 96ALL 71-00-00
CFM56-3 TRIM TABLE
cfm international CFM56-3 TRAINING MANUAL
TRIM TABLE USAGE
DescriptionThe Boeing 737-300/400/500 maintenance manual has
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The Boeing 737 300/400/500 maintenance manual has10 different trim table configurations. To determinewhich trim table configuration to use the followinginformation should be obtained:
- Engine model- Engine thrust rating- PMC/MEC part numbers- Incorporation of SB 73-017
With this information it can then be determined whichtrim table configuration is required by comparing theabove data with the effectivity block.
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CFM56-3 TRIM TABLE EFFECTIVITY BLOCK
cfm international CFM56-3 TRAINING MANUAL
TRIM TABLE USAGE
DescriptionBefore using the trim tables record the following:
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g g- Ambient temperature (OAT)- Barometric pressure
Do not use the flight deck temperature indicator asambient temperature (OAT). Use a thermometer in theshade of the nose wheel well to obtain the requiredtemperature.
To determine local barometric pressure convert thealtimeter setting from the airport tower using theappropriate maintenance manual chart. See examplebelow.
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ALTIMETER SETTING CONVERSION TO LOCAL BAROMETRIC PRESSURE
EXAMPLE:ALTIMETER SETTING FROM TOWER IS 30.15 IN. HGFIELD ELEVATION IS 2000 FTLOCAL BAROMETRIC PRESSURE IS 28.05 IN. HG
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SYSTEMS REVIEW - PMC/MEC EXERCISE
cfm international CFM56-3 TRAINING MANUAL
MEC REVIEW EXERCISE
GeneralFollowing the instructors guidance have your team
l t th MEC S t E i
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complete the MEC System Exercise.
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MEC SYSTEM EXERCISE
cfm international CFM56-3 TRAINING MANUAL
PMC REVIEW EXERCISE
GeneralFollowing the instructors guidance have your team
complete the PMC System Exercise
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complete the PMC System Exercise.
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PMC SYSTEM EXERCISE
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DIAGNOSTIC TOOLS - GROUND RUN EXERCISE
cfm international CFM56-3 TRAINING MANUAL
GROUND RUNS - EXAMPLE 1
Pilot Report"Two-knob throttle stagger, No. 1 throttle leading." (This
is a CFM56-3C engine, operated at 22,000 lbs. thrust.)
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is a CFM56 3C engine, operated at 22,000 lbs. thrust.)
Ground Run DataFrom the pilot report, there is no indication of whether thestagger occurs during one phase of flight, or all phasesof flight. Therefore, we choose to run an idle check (forspeed differences at idle) and a part power trim check. If
the N1K/N2K can be assessed at the part power stop, anMPA run will not be run since high EGT is not an issue.
Observations _____________________________________________
_____________________________________________
_____________________________________________
_____________________________________________
_____________________________________________
_____________________________________________
_____________________________________________
______________________________________________
_____________________________________________
_____________________________________________
______________________________________________
_____________________________________________
______________________________________________
Findings _____________________________________________
_____________________________________________
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______________________________________________
_____________________________________________
_____________________________________________
______________________________________________
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EXAMPLE NO. 1 DATA
AMBIENT CONDITIONS: TEMPERATURE: 22°C PRESSURE: 29.0" Hg
IDLE DATA: ENGINE NO. 1 ENGINE NO. 2
N1: ______20.1______ ______20.0______
N2: ______62.0______ ______61.4______
EGT: ______503_______ ______492_______
FUEL FLOW (Wf): ______712_______ ______688_______
N2 TARGET (FROM TRIM TABLE): ___ 61.7 (+3/-1%)__
PART POWER TRIM DATA:
PMC OFF PMC ON ENGINE NO. 1 ENGINE NO. 2 ENGINE NO. 1 ENGINE NO. 2
N1: ______77.4______ _______77.4_____ N
1: _____72.2_______ ______74.2 _____
N2: ______92.5______ _______92.9_____ N
2: _____89.7_______ ______92.0 _____
EGT: ________-_______ ________-_______ EGT: ______-_________ ________-______
FUEL FLOW (Wf) : ________-_______ ________-_______ FUEL FLOW (W
f): ______-_________ ________-______
N2 TARGET (FROM TRIM TABLE): ____92.8 (± .5)___ N
1 TARGET (FROM TRIM TABLE): ___74.8 (± .1.5)___
cfm international CFM56-3 TRAINING MANUAL
GROUND RUNS - EXAMPLE 2
Pilot Report"No. 2 EGT hit 936°C for three seconds on T/O. N
1
exceeded T/O target by 2.5%. Throttle retarded.
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g yThrottle stagger during flight, No. 1 leading." (This is aCFM56-3B-2 engine.)
Ground Run DataSince the problem does not seem to be related to idlespeed, or low speed engine health, it is not necessary to
perform/record the low idle data.
Because there is a question regarding the T/O EGThealth of the engine, it is decided that an MPA check isneeded - which can also be used to assess N
1K/N
2K for
VSV/VBV system anomalies. A part power trim check isalso deemed necessary, as it will isolate whether aproblem in the MEC or PMC systems is causing the high
EGT (via improper N1 or N2 scheduling).
Observations: _____________________________________________
_____________________________________________
_____________________________________________
_____________________________________________
______________________________________________
_____________________________________________
______________________________________________
_____________________________________________
Findings: _____________________________________________
_____________________________________________
______________________________________________
_____________________________________________
_____________________________________________
______________________________________________
______________________________________________
cfm international CFM56-3 TRAINING MANUAL
AMBIENT CONDITIONS: TEMPERATURE: 24°C PRESSURE: 29.5" Hg
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PART POWER TRIM DATA: PMC OFF PMC ON ENGINE NO. 1 ENGINE NO. 2 ENGINE NO. 1 ENGINE NO. 2_
N1: ______78.6______ ______78.7______ N
1: _____75.2_______ ______78.7_____
N2: ______ 92.7______ ______92.9______ N
2: _____91.8_______ ______92.9_____
EGT: ______ -_______ ______ - _______ EGT: ______-_________ ________-______
FUEL FLOW (Wf): ______ - _______ _______ - _______ FUEL FLOW (W
f): ______ -_________ ________-______
N2 TARGET (FROM TRIM TABLE): ___93.0 (±.5)__ N
1 TARGET (FROM TRIM TABLE): ___74.8 (± .1.5)__
MPA DATA:
ENGINE NO. 1 ENGINE NO. 2
N1: ______86.3______ _______86.3_____
N2: ______96.0______ _______96.1 _____
EGT: ______762______ _______772______
FUEL FLOW (Wf) : ________ -_______ ________-_______
PMC ON/OFF: ______ON_______ _______ON_____
MPA TARGET: ______86.2______ _______86.2 _____
MAX EGT: (FROM MM TABLE) ____ 777°C_____
MAX N2: (FROM MM TABLE) ______ 96.8%_____
EXAMPLE NO. 2 DATA
cfm international CFM56-3 TRAINING MANUAL
GROUND RUNS - EXAMPLE 3
Pilot Report"No. 1 engine very slow to start - start aborted. Next
start successful, but slow. No. 1 engine very slow on T/Othrottle set from idle Throttle stagger No 1 forward "
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throttle set from idle. Throttle stagger, No. 1 forward."(This is a CFM56-3B2 engine).
Ground Run DataThe No. 1 engine has about 1,000 cycles since previousshop visit, with a few previous reports of slow
acceleration, but no reports of high T/O EGT.
Because of the write-ups for slow start/acceleration, alow idle check is scheduled. To check the MEC/PMCscheduling systems, a part power trim run is planned,and an MPA is performed to assess N
1K/N
2K and T/O
EGT health. Additionally, an acceleration check from lowidle to 40% N
1 is planned to assess how slow/fast the
engines are accelerating.
Observations: _____________________________________________
_____________________________________________
_____________________________________________
_____________________________________________
______________________________________________
_____________________________________________
______________________________________________
_____________________________________________
Findings: _____________________________________________
_____________________________________________
______________________________________________
_____________________________________________
_____________________________________________
______________________________________________
______________________________________________
cfm international CFM56-3 TRAINING MANUAL
AMBIENT CONDITIONS: TEMPERATURE: 8°C PRESSURE: 28.5" Hg
IDLE DATA:ENGINE NO 1 ENGINE NO 2
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EXAMPLE NO. 3 DATA
ENGINE NO. 1 ENGINE NO. 2N
1: 19.6 20.4
N2: 59.5 60.5
EGT: 515 490FUEL FLOW (W
f): 806 688
N2 TARGET (FROM TRIM TABLE): 60.3 (+3/-1%)
PART POWER TRIM DATA:PMC OFF PMC ON
ENGINE NO. 1 ENGINE NO. 2 ENGINE NO. 1 ENGINE NO.2N
1: 74.0 77.3 N
1: 72.9 74.3
N2: 90.8 90.3 N
2: 90.2 89.0
EGT: - - EGT: - -FUEL FLOW (W
f): - - FUEL FLOW (W
f): - -
N2 TARGET (FROM TRIM TABLE): 90.6 (±.5) N
1 TARGET (FROM TRIM TABLE): 73.3 (±1.5)
MPA DATA: ENGINE NO. 1 ENGINE NO. 2N
1: 84.0 84.0
N2: 94.4 92.7
EGT: 712 701FUEL FLOW (W
f): - -
PMC ON/OFF: ON ONMPA TARGET: 84.0 84.0MAXIMUM EGT: (FROM MM TABLE) 725°C
MAXIMUM N2: (FROM MM TABLE) 94.4%
ACCELERATION TIMES FROM IDLE TO 40% N1: NO. 1 ENGINE 13.2 SECONDS NO. 2 ENGINE 8.8 SECONDS
(NOTE: MAINTENANCE REPORTED NO. 1 START TIMEWAS TWO MINUTES, WHILE NO. 2 START TIMEWAS 75 SECONDS. BOTH ENGINES HAD BEENSHUT DOWN FOR FOUR HOURS)
cfm international CFM56-3 TRAINING MANUAL
______________________________________________
_____________________________________________
GROUND RUNS - EXAMPLE 4
Pilot Report"Throttle stagger in cruise, No. 1 throttle lagging. No. 1
has higher RPM on descent." (This is a CFM56-3C1engine operated at 23 5K thrust )
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______________________________________________
_____________________________________________
Findings:
_____________________________________________
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_____________________________________________
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______________________________________________
______________________________________________
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______________________________________________
______________________________________________
engine operated at 23.5K thrust ).
Ground Run DataBecause of the reference to descent idle, a high idlespeed check is performed, as well as low idle (to see ifboth idles are affected). A part power trim run will
identify whether the MEC and PMC systems arescheduling properly. If any of the part power trim rundata shows matched N
1's or matched N
2's, then an N
1K/
N2K assessment can be made at part power. If matched
speeds are not available, an MPA run can be made toassess N
1K/N
2K.
Observations:
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AMBIENT CONDITIONS: TEMPERATURE: 34°C PRESSURE: 29.0" Hg
LOW IDLE DATA: HIGH IDLE DATA:ENGINE NO. 1 ENGINE NO. 2 ENGINE NO. 1 ENGINE NO. 2N
1: 20.2 22.2 N
1: 28.2 30.0
N2: 60.9 63.6 N
2: 71.1 73.5
EGT: - - EGT: - -FUEL FLOW (W
f): - - FUEL FLOW (W
f): - -
N2 TARGET (FROM TRIM TABLE): 63.0 (+3/-1%) N
2 TARGET (FROM TRIM TABLE): 73.7 (±.7%)
PART POWER TRIM DATA:
PMC OFF PMC ONENGINE NO. 1 ENGINE NO. 2 ENGINE NO. 1 ENGINE NO.2N
1: 72.1 80.5 N
1: 75.3 76.2
N2: 92.0 94.7 N
2: 93.3 93.3
EGT: - - EGT: - -FUEL FLOW (W
f): - - FUEL FLOW (W
f): - -
N2 TARGET (FROM TRIM TABLE): 94.5 (±.5) N
1 TARGET (FROM TRIM TABLE): 76.4 (±.1.5)
EXAMPLE NO. 4 DATA
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