Motor CFM56 Investigación

ENGINES
The airplane is powered by two CFM56-3 engines.

The engine is a dual rotor axial flow turbofan.
The N1 rotor consists of a fan, a three stage
booster section connected by a through shaft to a
four stage low pressure turbine.
The N2 rotor consists of a high pressure
compressor and a high pressure turbine.
The N1 and N2 rotors are mechanically
independent. The N2 rotor drives the engine
gearboxes.
A bleed air powered starter motor is connected to
the N2 rotor.
The main engine control (MEC) schedules fuel to
provide the thrust called for by the forward thrust
lever setting. The fuel flow is further refined electronically by the power management
control (PMC) without moving the thrust levers.
Airframe vibrations can best be reduced by descending and reducing airspeed.
Power Management Control (PMC)

The thrust control system consists of a hydromechanical MEC unit and a PMC unit
mounted on each engine. The PMC is an electronic system with limited authority over
the MEC.
The PMC uses MEC power lever angle, N1 speed, and inlet temperature and pressure
to adjust, or trim, the MEC to obtain the desired N1 speed. The PMC adjusts fuel flow
as a function of thrust lever angle.
The PMC includes failure detection and annunciation modules which detect PMC
failures and provide a signal to the crew. The engine speed is then controlled by the
hydromechanical MEC only.
Idle RPM
There are two engine idle speeds, low idle and high idle.
The minimum engine speed for all flight phases is high idle, which varies with flight
conditions. As temperature and airspeed decrease, high idle speed also decreases.
The average high idle setting is approximately 32% N1.
To reduce braking activity, engine idle speed is reduced to low idle, approximately
22% N1, four seconds after touchdown. The four second delay is provided to enhance
engine speed acceleration for reverse thrust.
Engine Fuel System
Fuel is delivered under
pressure from fuel pumps
located in the fuel tanks.
The fuel enters the engine
through the fuel shutoff valve.
The fuel passes through the
first stage engine fuel pump
where pressure is increased.
It then passes through two
fuel/oil heat exchangers
where engine oil heats the
fuel. A fuel filter then removes
contaminants.
Before the fuel bypass occurs,
the fuel FILTER BYPASS alert
illuminates on the fuel control
panel. The second stage
engine fuel pump provides
high pressure fuel to the main
engine control. As the fuel
leaves the second stage
pump, a portion of the fuel is
diverted to run the
hydromechanical portion of
the MEC. This fuel is filtered
again and then routed through
the fuel heater a second time.
The MEC meters the correct
amount of fuel to the
combustor.
The engine fuel shutoff valve
and MEC fuel shutoff valve
allow fuel flow to the engine
when both valves are open.
The valves are open when the
engine fire switch is in and
the start lever is in IDLE. The
engine fuel shutoff valve
closes when either the start lever is in CUTOFF or the engine fire switch is out. The
MEC fuel shutoff valve closes only when the start lever is in CUTOFF. The FUEL
VALVE CLOSED light on the fuel control panel indicates engine fuel shutoff valve
position.
Fuel flow is measured after the MEC fuel shutoff valve and is displaved on the center
instrument panel. Fuel flow information is also provided to the FMS.
Engine Oil System

Oil from the individual engine tank is circulated under pressure through the engine to
lubricate the engine bearings and accessory gearbox.
The oil system is pressurized by the engine driven oil pump. Oil from the pump is
filtered and then passes to the engine bearings and gearbox. Sensors for the oil
pressure indicator and LOW OIL PRESSURE light are located downstream of the oil
filter prior to engine lubrication.
Oil is returned to the oil tank by engine driven scavenge pumps. From the scavenge
pumps the oil passes through a scavenge filter. If the filter becomes saturated with
contaminants, oil automatically bypasses the filter. Prior to the oil bypassing the
scavenge filter, the OIL FILTER BYPASS illuminates on the center instrument panel.
Scavenge oil temperature is sensed as the oil returns to the oil tank and is displayed
on the oil temperature indicator, located on the center instrument panel.
The oil then passes through the fuel oil heat exchanger, where it is cooled by engine
fuel prior to returning to the oil tank
Engine Start System

Air from the bleed air system powers the starter
motor. The APU, an external ground cart, or the
other operating engine provides the bleed air
source.
In the GRD position, the engine start switch uses
DC power from the battery bus to close the
engine bleed air valve and open the start valve to
allow pressure to rotate the starter. The starter
rotates the N2 compressor through the accessory
drive gear system. When the engine accelerates
to the recommended value (25% or max
motoring), moving the engine start lever to the
IDLE position opens the fuel valves and causes
the MEC to supply fuel to the combustor where
the fuel ignites. At starter cutout speed
(approximately 46% N2), power is removed from
the engine start switch holding solenoid. The
engine start switch returns to OFF, the engine
bleed air valve returns to the selected position,
and the start valve closes.
Abnormal Start Advisory System
The abnormal start advisory system monitors N2,
fuel flow, EGT, and outside air temperature
during ground engine starts to detect conditions which may lead to an abnormal engine start.
During an engine start, the alert indication will occur if:
• the EGT exceeds a calculated EGT limit based on inputs of N2 and outside air temperature
• the EGT reaches 725°C
• the engine fails to accelerate properly after N2 reaches 32%.
Engine Ignition System
IGN L, powered by the AC transfer bus, provides high energy ignition to the left igniter. IGN R,
powered by the AC standby bus, provides high energy ignition to the right igniter.

Motor CFM56 Investigación

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ENGINES

The airplane is powered by two CFM56-3 engines.

Power Management Control (PMC)

Engine Oil System

Engine Start System

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