CFM56-3 Line Maintenance Course

Transcription

1 CFM56-3 Line Maintenance Course Volume II Document: CFM3LMV2 Revised: January 96 Published by: CFMI Customer Training Programs GE Aircraft Engines Customer Technical Education Center 123 Merchant Street Cincinnati, Ohio ALL INTRO Page 1

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3 This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult pertinent maintenance publications. The information (including technical data) contained in this document is the property of CFM International (GE and SNECMA). It is disclosed in confidence, and the technical data therein is exported under a U.S. Government license. Therefore, None of the information may be disclosed to other than the recipient. In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exported or disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government and CFM International. Copyright 1995 CFM International ALL INTRO Page 3

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5 TABLE OF CONTENTS Section Topic Revision Page Numbers Intro Table of Contents...5 Intro Abbreviations and Acronyms Power Assurance Check Examples Trim Table Examples Systems Review Exercise Diagnostic Run Data Examples ALL INTRO Page 5

6 ABBREVIATIONS AND ACRONYMS ALL INTRO Page 6

7 AC ACARS AD ADC ADEPT ADIRS AGB AIDS ALF AOG APU ARINC ARP ATA AVM BITE BSI BTU C CAD CBP CCW CDP CESM CFM CFMI CIP Alternating Current Aircraft Communication Addressing and Reporting System Airworthiness Directive Air Data Computer Airline Data Engine Performance Trend Air Data and Inertial Reference System Accessory Gearbox Aircraft Integrated Data System Aft Looking Forward Aircraft On Ground Auxiliary Power Unit Aeronautical Radio Inc. Aero Recommended Practice Air Transport Association Aircraft Vibration Monitoring Built In Test Equipment Borescope Inspection British Thermal Unit Celsius/Centigrade (degrees) Computer Assisted Design Compressor Bleed Pressure Counter Clockwise Compressor Discharge Pressure Commercial Engine Service Memorandum Commercial Fan Motor Commercial Fan Motor International Compressor Inlet Pressure CIT cm.g CODEP CRT CSD CSI CSN CTEC CW DC DGAC DOD EBU ECAM EFH EFIS EGT EICAS EIS EMF ESN F F/I FAA FADEC FAR Compressor Inlet Temperature centimeter grams Common Deposition Cathode Ray Tube Constant Speed Drive Cycles Since Installation Cycles Since New Customer Technical Education Center Clockwise Direct Current Direction Generale de l Aviation Civile Domestic Object Damage Engine Buildup Unit Electronic Centralized Aircraft Monitoring Engine Flight Hours Electronic Flight Instrument System Engine Gas Temperature Engine Indicating and Crew Alerting System Electronic Instrument System ElectroMotive Force Engine Serial Number Fahrenheit (Degrees) Flight Idle Federal Aviation Administration Full Authority Digital Engine Control Federal Aviation Regulation ALL INTRO Page 7

8 FEIM FFCCV FIT FLA FMV FN FOD FPI g.in G/I GEAE GEM GPH GPM Field Engineering Investigation Memo Fan Frame Compressor Case Vertical Fan Inlet Temperature Forward Looking Aft Fuel Metering Valve Net Thrust Foreign Object Damage Fluorescent Penetrant Inspection gram inches Ground Idle General Electric Aircraft Engines Ground-based Engine Monitoring Gallons Per Hour Gallons Per Minute ID IDG IFSD IGB IGV in. IPB IPC ips K KIAS kpa Kv Inside Diameter Integrated Drive Generator In-flight Shutdown Inlet Gearbox Inlet Guide Vane inches Illustrated Parts Breakdown Illustrated Parts Catalog Inches Per Second Kelvin (Degrees) One Thousand Indicated Air Speed in Knots Kilo Paschal Kilovolts HC HCF HP HPC HPCR HPT HPTCC HPTCCV HPTN HPTR Hz I/O IAS Hydro-Carbons High Cycle Fatigue High Pressure High Pressure Compressor High Pressure Compressor Rotor High Pressure Turbine High Pressure Turbine Clearance Control High Pressure Turbine Clearance Control Valve High Pressure Turbine Nozzle High Pressure Turbine Rotor Hertz Input/Output Indicated Air Speed L/E lbs. LCD LCF LP LPC LPT LPTN LPTR LRU LVDT ma MCD MCL Leading Edge Pounds, Weight Liquid Crystal Display Low Cycle Fatigue Low Pressure Low Pressure Compressor Low Pressure Turbine Low Pressure Turbine Nozzle Low Pressure Turbine Rotor Line Replaceable Unit Linear Variable Differential Transducer Milliamperes (Current) Magnetic Chip Detector Maximum Climb ALL INTRO Page 8

9 MCR Maximum Cruise MCT Maximum Continuous MEC Main Engine Control mils D.A. Mils Double Amplitude mm Millimeters MN Mach Number MPA Maximum Power Assurance MTBF Mean Time Between Failures MTBO Mean Time Between Overhaul MTBR Mean Time Between Removals mv Millivolts mvdc Millivolts Direct Current N1 Actual Fan Speed N1* Desired Fan Speed N1K Corrected Fan Speed N2 Actual Core Speed N2* Desired Core Speed N2K Corrected Core Speed NLR Speed Low Pressure Rotor Pcr Pf PIREPS PLA PMC PPH PPH PRSOV Ps Ps12 Ps13 Ps3 psi psia psid Pt2.5 QAD Qty. Case Regulated Pressure Heated Servo Pressure Pilot Reports Power Lever Angle Power Management Control Pounds Per Hour Pounds Per Hour Pressure Regulating Shutoff Valve Pump Supply Pressure Fan Inlet Static Air Pressure Fan Outlet Static Air Pressure Compressor Discharge Pressure Pounds Per Square Inch Pounds Per Square Inch Absolute Pounds Per Square Inch Differential High Pressure Compressor Inlet Total Air Pressure Quick Attach Detach Quantity OAT OD OGV OVBD Outside Air Temperature Outside Diameter Outlet Guide Vane Overboard R RPM RTV RVDT Rankin (degrees) Revolutions Per Minute Room Temperature Vulcanizing Rotary Variable Differential Transducer P6 - Pb P7 - Pb Pb Pc CIT Signal Pressure Differential FIT Signal Pressure Differential Bypass Pressure Regulated Servo Pressure S/B S/R SER sfc Service Bulletin Service Request Service Evaluation Request Specific Fuel Consumption ALL INTRO Page 9

10 SG SGA SLS SLSD SN SNECMA STP SVR Specific Gravity Specific Gravity Adjustment Sea Level Standard Sea Level Standard Day Serial Number Societe d Etude et de Construction de Moteurs d Aviation Standard Temperature and Pressure Shop Visit Rate T/E Trailing Edge T/O Takeoff T/R Thrust Reverser T12 Fan Inlet Total Air Temperature (Electrical) T2.0 Fan Inlet Temperature (Hydromechanical) T2.5 High Pressure Compressor Inlet Air Temperature T4.95 Exhaust Gas Temperature TAI Thermal Anti-Ice TAT Total Air Temperature TBC Thermal Barrier Coating The Boeing Company TBD To Be Determined TBO Time Between Overhaul TC1 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 TGB TMC TRF Ts5 Ts9 TSI TSN TSO UER USAF USN VBV VDC VIB VMC VSV Wf YTD Turbine Engine Modular Performance Estimating Routine Transfer Gearbox Torque Motor Current Turbine Rear Frame Turbine Clearance Control (5th Stage Signal with Timer) Turbine Clearance Control (9th Stage Signal with Timer) Time Since Installation Time Since New Time Since Overhaul Unscheduled Engine Removal United States Air Force United States Navy Variable Bleed Valve Volts Direct Current Vibration Visual Meteorological Condition Variable Stator Vane Fuel Flow Year to Date ALL INTRO Page 10

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12 POWER ASSURANCE CHECK EXAMPLES ALL Page 1

13 POWER ASSURANCE CHECK EXAMPLE #1 Engine Conditions 23.5K Pounds Thrust. Ambient Temperature (OAT) = 90 F (32 C) Use MPA Fan Speed (for this example 85% N 1 ) Procedure Record the following from the MPA Test 85% N 1 Fan Speed: - OAT -N 1 target - For 23.5K pounds thrust, EGT maximum - For CFM56-3C-1 engines, maximum 23.5K Page 2

14 OAT = 90 F N 1 TARGET = 87.3% FOR 23.5K POUNDS THRUST, EGT MAXIMUM = 799 C FOR CFM56-3C-1 ENGINES, MAXIMUM = 97.6% POWER ASSURANCE CHECK EXAMPLE #1 23.5K Page 3

15 POWER ASSURANCE CHECK EXAMPLE #1 Procedure Set N 1 target, after the engine operation is stable for four minutes and record N 1, and EGT. 23.5K Page 4

16 N 1 = 87.0% = 95.5% EGT = 785 C POWER ASSURANCE CHECK EXAMPLE #1 23.5K Page 5

17 POWER ASSURANCE CHECK EXAMPLE #1 Procedure Adjust the recorded parameters to the N 1 target: Use the N 1 difference: (N 1 target - N 1 record) For each 0.1% N 1 positive difference (N 1 target > N 1 record) adjust as follows: - add 1.0 C to the EGT record. - add 0.045% to the record. For each 0.1% N 1 negative difference (N 1 target < N 1 record) adjust as follows: - subtract 1.0 C to the EGT record. - subtract 0.045% to the record. 23.5K Page 6

18 N 1 TARGET - N 1 RECORD = DIFFERENCE = = 0.3% ADJUSTMENT = RECORDED + (0.3/0.1) (0.045) = (3 X.0045) = = 95.6% EGT ADJUSTMENT = EGT RECORDED + (0.3/0.1) (1) = (3 X 1) = = 788 C. POWER ASSURANCE CHECK EXAMPLE #1 23.5K Page 7

19 POWER ASSURANCE CHECK EXAMPLE #1 Procedure EGT 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. adjustment for the thrust rating: - No adjustment is necessary at this thrust rating. Compare the adjusted parameters to the determined limits. Record the margin and the EGT margin. 23.5K Page 8

20 MAXIMUM = 97.6% EGT MAXIMUM = 799 C MARGIN EGT MARGIN = MAXIMUM - ADJUSTMENT = = 2.0% = EGT MAXIMUM - EGT RECORD = = 11 C. POWER ASSURANCE CHECK EXAMPLE #1 23.5K Page 9

21 POWER ASSURANCE CHECK EXAMPLE #2 Engine Conditions CFM56-3C-1 22K Pounds Thrust Ambient Temperature (OAT) = 90 F (32 C) Use MPA Fan Speed (for this example 85% N 1 ) Procedure Record the following from the MPA Test 85% N 1 Fan Speed: - OAT -N 1 target - For 22K pounds thrust, EGT maximum - For CFM56-3C-1 engines, maximum 22K Page 10

22 OAT = 90 F N 1 TARGET = 87.3% FOR 22K POUNDS THRUST, EGT MAXIMUM = 803 C FOR CFM56-3C-1 ENGINES, MAXIMUM = 97.6% POWER ASSURANCE CHECK EXAMPLE #2 22K Page 11

23 POWER ASSURANCE CHECK EXAMPLE #2 Procedure Set N 1 target, after the engine operation is stable for four minutes and record N 1, and EGT. 22K Page 12

24 N 1 = 87.0% = 95.5% EGT = 785 C POWER ASSURANCE CHECK EXAMPLE #2 22K Page 13

25 POWER ASSURANCE CHECK EXAMPLE #2 Procedure Adjust the recorded parameters to the N 1 target: Use the N 1 difference: (N 1 target - N 1 record) For each 0.1% N 1 positive difference (N 1 target > N 1 record) adjust as follows: - add 1.0 C to the EGT record. - add 0.045% to the record. For each 0.1% N 1 negative difference (N 1 target < N 1 record) adjust as follows: - subtract 1.0 C to the EGT record. - subtract 0.045% to the record. 22K Page 14

26 N 1 TARGET-N 1 RECORD = DIFFERENCE = = 0.3% ADJUSTMENT = RECORDED + (0.3/0.1) (0.045) = (3 X.0045) = = 95.6% EGT ADJUSTMENT = EGT RECORDED + (0.3/0.1) (1) = (3 X 1) = = 788 C. POWER ASSURANCE CHECK EXAMPLE #2 22K Page 15

27 POWER ASSURANCE CHECK EXAMPLE #2 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. adjustment for the thrust rating: - No adjustment is necessary at this thrust rating. Compare the adjusted parameters to the determined limits. Record the margin and the EGT margin. 22K Page 16

28 MAXIMUM = 97.6% EGT MAXIMUM = 803 C MARGIN EGT MARGIN = MAXIMUM - ADJUSTMENT = = 2.0% = EGT MAXIMUM - EGT RECORD = = 15 C = 15 C + 17 C (TIMER ADJUSTMENT) = 32 C POWER ASSURANCE CHECK EXAMPLE #2 22K Page 17

29 POWER ASSURANCE CHECK EXAMPLE #3 Engine Conditions CFM56-3C-1 20K Pounds Thrust Ambient Temperature (OAT) = 90 F (32 C) Use MPA Fan Speed (for this example 85% N 1 ) Procedure Record the following from the MPA Test 85% N 1 Fan Speed: - OAT -N 1 target - For 20K pounds thrust, EGT maximum - For CFM56-3C-1 engines, maximum 20K Page 18

30 OAT = 90 F N 1 target = 87.3% For 20K pounds thrust, EGT maximum = 848 C For CFM56-3C-1 engines, maximum = 97.6% POWER ASSURANCE CHECK EXAMPLE #3 20K Page 19

31 POWER ASSURANCE CHECK EXAMPLE #3 Procedure Set N 1 target, after the engine operation is stable for four minutes make a record of N 1, and EGT. 20K Page 20

32 N 1 = 87.0% = 95.5% EGT = 785 C POWER ASSURANCE CHECK EXAMPLE #3 20K Page 21

33 POWER ASSURANCE CHECK EXAMPLE #3 Procedure Adjust the recorded parameters to the N 1 target: Use the N 1 difference: (N 1 target - N 1 record) For each 0.1% N 1 positive difference (N 1 target > N 1 record) adjust as follows: - add 1.0 C to the EGT record. - add 0.045% to the record. For each 0.1% N 1 negative difference (N 1 target < N 1 record) adjust as follows: - subtract 1.0 C to the EGT record. - subtract 0.045% to the record. 20K Page 22

34 N 1 TARGET - N 1 RECORD = DIFFERENCE = = 0.3% EGT ADJUSTMENT = EGT RECORDED + (0.3/0.1) (1) = (3 X 1) = = 788 C. ADJUSTMENT = RECORDED + (0.3/0.1) (0.045) = (3 X.0045) = = 95.6% POWER ASSURANCE CHECK EXAMPLE #3 20K Page 23

35 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. adjustment for the thrust rating: - Increase the margin by 0.6%. Compare the adjusted parameters to the determined limits. Record the margin and the EGT margin. 20K Page 24

36 MAXIMUM = 97.6% EGT MAXIMUM = 848 C MARGIN EGT MARGIN = MAXIMUM - ADJUSTMENT = = 2.0% = 2.0% + 0.6% (THRUST RATING) = 2.6% = EGT MAXIMUM - EGT RECORD = = 60 C = 60 C + 17 C (TCC TIMER) = 77 C = 77 C - 44 C (ALTITUDE) = 33 C (4000 FEET AND ABOVE) POWER ASSURANCE CHECK EXAMPLE #3 20K Page 25

37 POWER ASSURANCE CHECK EXAMPLE #4 Engine Conditions CFM56-3C K Pounds Thrust) Ambient Temperature (OAT) = 90 F (32 C) Use MPA Fan Speed (for this example 85% N 1 ) Procedure Record the following from the MPA Test 85% N 1 Fan Speed: - OAT -N 1 target - For 18.5K pounds thrust, EGT maximum - For CFM56-3C-1 engines, maximum 18.5K Page 26

38 OAT = 90 F N 1 TARGET = 87.3% FOR 18.5K POUNDS THRUST, EGT MAXIMUM = 874 C FOR CFM56-3C-1 ENGINES, MAXIMUM = 97.6% POWER ASSURANCE CHECK EXAMPLE #4 18.5K Page 27

39 POWER ASSURANCE CHECK EXAMPLE #4 Procedure Set N 1 target, after the engine operation is stable for four minutes and record N 1, and EGT. 18.5K Page 28

40 N 1 = 87.0% = 95.5% EGT = 785 C POWER ASSURANCE CHECK EXAMPLE #4 18.5K Page 29

41 POWER ASSURANCE CHECK EXAMPLE #4 Procedure Adjust the recorded parameters to the N 1 target: Use the N 1 difference: (N 1 target - N 1 record) For each 0.1% N 1 positive difference (N 1 target > N 1 record) adjust as follows: - add 1.0 C to the EGT record. - add 0.045% to the record. For each 0.1% N 1 negative difference (N 1 target < N 1 record) adjust as follows: - subtract 1.0 C to the EGT record. - subtract 0.045% to the record. 18.5K Page 30

42 N 1 TARGET - N 1 RECORD = DIFFERENCE = = 0.3% ADJUSTMENT = RECORDED + (0.3/0.1) (0.045) = (3 X.0045) = = 95.6% EGT ADJUSTMENT = EGT RECORDED + (0.3/0.1) (1) = (3 X 1) = = 788 C. POWER ASSURANCE CHECK EXAMPLE #4 18.5K Page 31

43 POWER ASSURANCE CHECK EXAMPLE #4 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. adjustment for the thrust rating: - Increase the margin by 1.3%. Compare the adjusted parameters to the determined limits. Record the margin and the EGT margin. 18.5K Page 32

44 MAXIMUM = 97.6% EGT MAXIMUM = 874 C MARGIN EGT MARGIN = MAXIMUM - ADJUSTMENT = = 2.0% = 2.0% + 1.3% (THRUST RATING) = 3.3% = EGT MAXIMUM - EGT RECORD = = 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 18.5K Page 33

45 POWER ASSURANCE CHECK EXAMPLE #5 Engine Conditions CFM56-3B-2 22K Pounds Thrust Ambient Temperature (OAT) = 90 F (32 C) Use MPA Fan Speed (for this example 85% N 1 ) Procedure From the MPA Test Table (85% N 1 Fan Speed): - OAT -N 1 target - For 22K pounds thrust, EGT maximum - For CFM56-3B-2 engines, maximum 22K Page 34

46 OAT = 90 F N 1 TARGET = 87.3% FOR 22K POUNDS THRUST, EGT MAXIMUM = 803 C FOR CFM56-3B-2 ENGINES, MAXIMUM = 97.9% POWER ASSURANCE CHECK EXAMPLE #5 22K Page 35

47 POWER ASSURANCE CHECK EXAMPLE #5 Procedure Set N 1 target, after the engine operation is stable for four minutes and record N 1, and EGT. 22K Page 36

48 N 1 = 87.0% = 95.5% EGT = 780 C POWER ASSURANCE CHECK EXAMPLE #5 22K Page 37

49 POWER ASSURANCE CHECK EXAMPLE #5 Procedure Adjust the recorded parameters to the N 1 target: Use the N 1 difference: (N 1 target - N 1 record) For each 0.1% N 1 positive difference (N 1 target > N 1 record) adjust as follows: - add 1.0 C to the EGT record. - add 0.045% to the record. For each 0.1% N 1 negative difference (N 1 target < N 1 record) adjust as follows: - subtract 1.0 C to the EGT record. - subtract 0.045% to the record. 22K Page 38

50 N 1 TARGET - N 1 RECORD = DIFFERENCE = = 0.3% ADJUSTMENT = RECORDED + (0.3/0.1) (0.045) = (3 X.0045) = = 95.6% EGT ADJUSTMENT = EGT RECORDED + (0.3/0.1) (1) = (3 X 1) = = 783 C. POWER ASSURANCE CHECK EXAMPLE #5 22K Page 39

51 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. adjustment for the thrust rating: - No adjustment is necessary at this thrust rating. Compare the adjusted parameters to the determined limits. Record the margin and the EGT margin. 22K Page 40

52 MAXIMUM = 97.6% EGT MAXIMUM = 803 C MARGIN EGT MARGIN = MAXIMUM - ADJUSTMENT = = 2.3% = EGT MAXIMUM - EGT RECORD = = 20 C = 20 C + 17 C (TCC TIMER) = 37 C POWER ASSURANCE CHECK EXAMPLE #5 22K Page 41

53 POWER ASSURANCE CHECK EXAMPLE #6 Engine Conditions CFM56-3B-2 20K Pounds Thrust Ambient Temperature (OAT) = 90 F (32 C) Use MPA Fan Speed (for this example 85% N 1 ) Procedure From the MPA Test Table (85% N 1 Fan Speed): - OAT -N 1 target - For 20K pounds thrust, EGT maximum - For CFM56-3B-2 engines, maximum 20K Page 42

54 OAT = 90 F N 1 TARGET = 87.3% FOR 20K POUNDS THRUST, EGT MAXIMUM = 848 C FOR CFM56-3B-2 ENGINES, MAXIMUM = 97.9% POWER ASSURANCE CHECK EXAMPLE #6 20K Page 43

55 POWER ASSURANCE CHECK EXAMPLE #6 Procedure Set N 1 target, after the engine operation is stable for four minutes and record N 1, and EGT. 20K Page 44

56 N 1 = 87.0% = 95.5% EGT = 785 C POWER ASSURANCE CHECK EXAMPLE #6 20K Page 45

57 POWER ASSURANCE CHECK EXAMPLE #6 Procedure Adjust the recorded parameters to the N 1 target: Use the N 1 difference: (N 1 target - N 1 record) For each 0.1% N 1 positive difference (N 1 target > N 1 record) adjust as follows: - add 1.0 C to the EGT record. - add 0.045% to the record. For each 0.1% N 1 negative difference (N 1 target < N 1 record) adjust as follows: - subtract 1.0 C to the EGT record. - subtract 0.045% to the record. 20K Page 46

58 N 1 TARGET - N 1 RECORD = DIFFERENCE = = 0.3% ADJUSTMENT = RECORDED + (0.3/0.1) (0.045) = (3 X.0045) = = 95.6% EGT ADJUSTMENT = EGT RECORDED + (0.3/0.1) (1) = (3 X 1) = = 788 C. POWER ASSURANCE CHECK EXAMPLE #6 20K Page 47

59 POWER ASSURANCE CHECK EXAMPLE #6 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 EGT margin by 44 C. adjustment for the thrust rating: - Increase the margin by 0.6%. Compare the adjusted parameters to the determined limits. Record the margin and the EGT margin. 20K Page 48

60 MAXIMUM = 97.9% EGT MAXIMUM = 874 C MARGIN EGT MARGIN = MAXIMUM - ADJUSTMENT = = 2.3% = 2.3% + 0.6% (THRUST RATING) = 2.9% = EGT MAXIMUM - EGT RECORD = = 60 C = 60 C + 17 C (TCC TIMER) = 77 C = 77 C - 44 C (ALTITUDE) = 33 C (4000 FEET AND ABOVE) POWER ASSURANCE CHECK EXAMPLE #6 20K Page 49

61 POWER ASSURANCE CHECK EXAMPLE #7 Engine Conditions CFM56-3-B1 20K Pounds Thrust Ambient Temperature (OAT) = 90 F (32 C) Use MPA Fan Speed (for this example 85% N 1 ) Procedure From the MPA Test Table (85% N 1 Fan Speed): - OAT -N 1 target - For 20K pounds thrust, EGT maximum - For CFM56-3-B1 engines, maximum 20K Page 50

62 OAT = 90 F N 1 TARGET = 87.3% FOR 20K POUNDS THRUST, EGT MAXIMUM = 848 C FOR CFM56-3-B1 ENGINES, MAXIMUM = 98.6% POWER ASSURANCE CHECK EXAMPLE #7 20K Page 51

63 POWER ASSURANCE CHECK EXAMPLE #7 Procedure Set N 1 target, after the engine operation is stable for four minutes and record N 1, and EGT. 20K Page 52

64 N 1 = 87.0% = 95.5% EGT = 780 C POWER ASSURANCE CHECK EXAMPLE #7 20K Page 53

65 POWER ASSURANCE CHECK EXAMPLE #7 Procedure Adjust the recorded parameters to the N 1 target: Use the N 1 difference: (N 1 target - N 1 record) For each 0.1% N 1 positive difference (N 1 target > N 1 record) adjust as follows: - add 1.0 C to the EGT record. - add 0.045% to the record. For each 0.1% N 1 negative difference (N 1 target < N 1 record) adjust as follows: - subtract 1.0 C to the EGT record. - subtract 0.045% to the record. 20K Page 54

66 N 1 TARGET - N 1 RECORD = DIFFERENCE = = 0.3% ADJUSTMENT = RECORDED + (0.3/0.1) (0.045) = (3 X.0045) = = 95.6% EGT ADJUSTMENT = EGT RECORDED + (0.3/0.1) (1) = (3 X 1) = = 783 C. POWER ASSURANCE CHECK EXAMPLE #7 20K Page 55

67 POWER ASSURANCE CHECK EXAMPLE #7 Procedure EGT adjustment for the HPTCC timer: - The timer is not available, no adjustment is necessary. 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 EGT margin by 44 C. adjustment for the thrust rating: - No adjustment is necessary at this thrust rating. Compare the adjusted parameters to the determined limits. Record the margin and the EGT margin. 20K Page 56

68 MAXIMUM = 98.6% EGT MAXIMUM = 848 C MARGIN EGT MARGIN = MAXIMUM - ADJUSTMENT = = 3.0% = EGT MAXIMUM - EGT RECORD = = 65 C = 65 C - 44 C (ALTITUDE) = 21 C (4000 FEET AND ABOVE) POWER ASSURANCE CHECK EXAMPLE #7 20K Page 57

69 POWER ASSURANCE CHECK EXAMPLE #8 Engine Conditions CFM56-3-B1 18.5K Pounds Thrust Ambient Temperature (OAT) = 90 F (32 C) Use MPA Fan Speed (for this example 85% N 1 ) Procedure From 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, maximum 18.5K Page 58

70 OAT = 90 F N 1 TARGET = 87.3% FOR 18.5K POUNDS THRUST, EGT MAXIMUM = 874 C FOR CFM56-3-B1 ENGINES, MAXIMUM = 98.6% POWER ASSURANCE CHECK EXAMPLE #8 18.5K Page 59

71 POWER ASSURANCE CHECK EXAMPLE #8 Procedure Set N 1 target, after the engine operation is stable for four minutes and record N 1, and EGT. 18.5K Page 60

72 N 1 = 87.0% = 95.5% EGT = 780 C POWER ASSURANCE CHECK EXAMPLE #8 18.5K Page 61

73 POWER ASSURANCE CHECK EXAMPLE #8 Procedure Adjust the recorded parameters to the N 1 target: Use the N 1 difference: (N 1 target - N 1 record) For each 0.1% N 1 positive difference (N 1 target > N 1 record) adjust as follows: - add 1.0 C to the EGT record. - add 0.045% to the record. For each 0.1% N 1 negative difference (N 1 target < N 1 record) adjust as follows: - subtract 1.0 C to the EGT record. - subtract 0.045% to the record. 18.5K Page 62

74 N 1 TARGET - N 1 RECORD = DIFFERENCE = = 0.3% ADJUSTMENT = RECORDED + (0.3/0.1) (0.045) = (3 X.0045) = = 95.6% EGT ADJUSTMENT = EGT RECORDED + (0.3/0.1) (1) = (3 X 1) = = 783 C. POWER ASSURANCE CHECK EXAMPLE #8 18.5K Page 63

75 POWER ASSURANCE CHECK EXAMPLE #8 Procedure EGT adjustment for the HPTCC timer: - The timer is not available, no adjustment is necessary. 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 EGT margin by 44 C. adjustment for the thrust rating: - Increase the margin by 0.7%. Compare the adjusted parameters to the determined limits. Record the margin and the EGT margin. 18.5K Page 64

76 MAXIMUM = 98.6% EGT MAXIMUM = 874 C MARGIN EGT MARGIN = MAXIMUM - ADJUSTMENT = = 3.0% = 3.0% + 0.7% (THRUST RATING) = 3.7% = EGT MAXIMUM - EGT RECORD = = 91 C = 91 C - 44 C (ALTITUDE) = 47 C (4000 FEET AND ABOVE) POWER ASSURANCE CHECK EXAMPLE #8 18.5K Page 65

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78 TRIM TABLE EXAMPLES ALL Page 1

79 TRIM TABLE USAGE Description The CFM56-3 trim tables provide the following information: - Low Idle (% ) - High Idle (% ) - Part Power PMC OFF (% ) - Part Power PMC ON (%N 1 ) - Static Take Off PMC ON/OFF (%N 1 ) - Accel Check Target (%N 1 ) ALL Page 2

80 CFM56-3 TRIM TABLE ALL Page 3

81 TRIM TABLE USAGE Description The Boeing /400/500 maintenance manual has 10 different trim table configurations. To determine which trim table configuration to use the following information should be obtained: - Engine model - Engine thrust rating - PMC/MEC part numbers - Incorporation of SB With this information it can then be determined which trim table configuration is required by comparing the above data with the effectivity block. ALL Page 4

82 CFM56-3 TRIM TABLE BLOCK ALL Page 5

83 TRIM TABLE USAGE Description Before using the trim tables record the following: - Ambient temperature (OAT) - Barometric pressure Do not use the flight deck temperature indicator as ambient temperature (OAT). Use a thermometer in the shade of the nose wheel well to obtain the required temperature. To determine local barometric pressure convert the altimeter setting from the airport tower using the appropriate maintenance manual chart. See example below. ALL Page 6

84 EXAMPLE: ALTIMETER SETTING FROM TOWER IS IN. HG FIELD ELEVATION IS 2000 FT LOCAL BAROMETRIC PRESSURE IS IN. HG ALTIMETER SETTING CONVERSION TO LOCAL BAROMETRIC PRESSURE ALL Page 7

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86 SYSTEMS REVIEW - PMC/MEC EXERCISE ALL Page 1

87 MEC REVIEW EXERCISE General Following the instructors guidance have your team complete the MEC System Exercise. ALL Page 2

88 MEC SYSTEM EXERCISE ALL Page 3

89 PMC REVIEW EXERCISE General Following the instructors guidance have your team complete the PMC System Exercise. ALL Page 4

90 PMC SYSTEM EXERCISE ALL Page 5

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92 DIAGNOSTIC TOOLS - GROUND RUN EXERCISE ALL Page 1

93 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.) Ground Run Data From the pilot report, there is no indication of whether the stagger occurs during one phase of flight, or all phases of flight. Therefore, we choose to run an idle check (for speed differences at idle) and a part power trim check. If the N 1 K/ K can be assessed at the part power stop, an MPA run will not be run since high EGT is not an issue. Observations _ ALL _ Findings Page 2

94 AMBIENT CONDITIONS: TEMPERATURE: 22 C PRESSURE: 29.0" Hg IDLE DATA: ENGINE NO. 1 ENGINE NO. 2 N 1 : : EGT: FUEL FLOW (W f ): 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 N 1 : N 1 : : : EGT: - - EGT: - - FUEL FLOW (W f ) : - - FUEL FLOW (W f ): - - TARGET (FROM TRIM TABLE): 92.8 (±.5) N 1 TARGET (FROM TRIM TABLE): 74.8 (±.1.5) ALL EXAMPLE NO. 1 DATA Page 3

95 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. Throttle stagger during flight, No. 1 leading." (This is a CFM56-3B-2 engine.) Ground Run Data Since the problem does not seem to be related to idle speed, 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 EGT health of the engine, it is decided that an MPA check is needed - which can also be used to assess N 1 K/ K for VSV/VBV system anomalies. A part power trim check is also deemed necessary, as it will isolate whether a problem in the MEC or PMC systems is causing the high EGT (via improper N 1 or scheduling). Observations: Findings: _ ALL Page 4

96 AMBIENT CONDITIONS: TEMPERATURE: 24 C PRESSURE: 29.5" Hg PART POWER TRIM DATA: PMC OFF PMC ON ENGINE NO. 1 ENGINE NO. 2 ENGINE NO. 1 ENGINE NO. 2_ N 1 : N 1 : : : EGT: - - EGT: - - FUEL FLOW (W f ): - - FUEL FLOW (W f ): - - 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 N 1 : : EGT: FUEL FLOW (W f ) : - - PMC ON/OFF: ON ON MPA TARGET: MAX EGT: (FROM MM TABLE) MAX : (FROM MM TABLE) 777 C 96.8% ALL EXAMPLE NO. 2 DATA Page 5

97 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/O throttle set from idle. Throttle stagger, No. 1 forward." (This is a CFM56-3B2 engine). Ground Run Data The No. 1 engine has about 1,000 cycles since previous shop 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, a low idle check is scheduled. To check the MEC/PMC scheduling systems, a part power trim run is planned, and an MPA is performed to assess N 1 K/ K and T/O EGT health. Additionally, an acceleration check from low idle to 40% N 1 is planned to assess how slow/fast the engines are accelerating. Observations: Findings: _ ALL Page 6

98 AMBIENT CONDITIONS: TEMPERATURE: 8 C PRESSURE: 28.5" Hg IDLE DATA: ENGINE NO. 1 ENGINE NO. 2 N 1 : : EGT: FUEL FLOW (W f ): TARGET (FROM TRIM TABLE): 60.3 (+3/-1%) (NOTE: MAINTENANCE REPORTED NO. 1 START TIME WAS TWO MINUTES, WHILE NO. 2 START TIME WAS 75 SECONDS. BOTH ENGINES HAD BEEN SHUT DOWN FOR FOUR HOURS) PART POWER TRIM DATA: PMC OFF PMC ON ENGINE NO. 1 ENGINE NO. 2 ENGINE NO. 1 ENGINE NO.2 N 1 : N 1 : : : EGT: - - EGT: - - FUEL FLOW (W f ): - - FUEL FLOW (W f ): - - TARGET (FROM TRIM TABLE): 90.6 (±.5) N 1 TARGET (FROM TRIM TABLE): 73.3 (±1.5) MPA DATA: ENGINE NO. 1 ENGINE NO. 2 N 1 : : EGT: FUEL FLOW (W f ): - - PMC ON/OFF: ON ON MPA TARGET: MAXIMUM EGT: (FROM MM TABLE) 725 C MAXIMUM : (FROM MM TABLE) 94.4% ACCELERATION TIMES FROM IDLE TO 40% N 1 : NO. 1 ENGINE 13.2 SECONDS NO. 2 ENGINE 8.8 SECONDS ALL EXAMPLE NO. 3 DATA Page 7

99 GROUND RUNS - EXAMPLE 4 Pilot Report "Throttle stagger in cruise, No. 1 throttle lagging. No. 1 has higher RPM on descent." (This is a CFM56-3C1 engine operated at 23.5K thrust ). Ground Run Data Because of the reference to descent idle, a high idle speed check is performed, as well as low idle (to see if both idles are affected). A part power trim run will identify whether the MEC and PMC systems are scheduling properly. If any of the part power trim run data shows matched N 1 's or matched 's, then an N 1 K/ K assessment can be made at part power. If matched speeds are not available, an MPA run can be made to assess N 1 K/ K. Observations: ALL Findings: Page 8

100 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. 2 N 1 : N 1 : : : EGT: - - EGT: - - FUEL FLOW (W f ): - - FUEL FLOW (W f ): - - TARGET (FROM TRIM TABLE): 63.0 (+3/-1%) TARGET (FROM TRIM TABLE): 73.7 (±.7%) PART POWER TRIM DATA: PMC OFF PMC ON ENGINE NO. 1 ENGINE NO. 2 ENGINE NO. 1 ENGINE NO.2 N 1 : N 1 : : : EGT: - - EGT: - - FUEL FLOW (W f ): - - FUEL FLOW (W f ): - - TARGET (FROM TRIM TABLE): 94.5 (±.5) N 1 TARGET (FROM TRIM TABLE): 76.4 (±.1.5) ALL EXAMPLE NO. 4 DATA Page 9

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