cfm THE POWER OF FLIGHT CFM56-3 Engine Ground Run Diagnostic Guide Using Engine Ground Runs As A Diagnostic Troubleshooting Tool This guide is intended as a tool for enhanced troubleshooting. It is not intended to replace the troubleshooting trees in the Boeing Maintenance Manual. GE Proprietary Information The information (including technical data) contained in this document is the property of GE. itis Both the low and high idle data reveal that the #1 engine is out of limits on the low side. This seems unusual at first, since the pilot report indicated that the #1 engine idle speed was high during descent. - The part power trim data shows that with PMC Off, the #1 engine is out of limits ‘on the low side of the tolerance band - but when PMC is turned On, the engine falls within PMC On limits. This indicates that there may be a problem in the MEC system, for which the PMC is able to compensate/correct under these ambient conditions. Page 33 of 40 Revision 1 September 1995Example 4 (continued) = The PMC On data also provides matched N2's. The N1 difference under these conditions are within the 2% guideline; hence, it appears that the VSV/VBV systems are operating correctly. Because the part power trim data provided matched speeds, the MPA run was not performed. tis possible to assume that the low idle, high idle, and part power trim are all out of adjustment on the #1 engine...but each of these out-of-limits conditions are in ‘the opposite direction of the pilot report. If the adjustments were the only problem, we'd expect low speeds on descent, and throttle stagger with the #1 leading (to increase speed to match #2). What failure could explain the characteristics we're seeing? - Let's consider what could cause the MEC to schedule low speeds. The MEC uses three basic parameters to determine what N2 speed to schedule - PLA, PS12, and T2 (and torque motor current, when the PMC is turned On). Let's look at each: --PLA: if the throttle is mis-rigged at the MEC, the MEC could schedule incorrect speeds across its regime. It could explain the low speeds on all the PMC Off points, but again, does not explain the reversed behavior in-flight. ..PS12: PS12 provides a rough means of determining altitude/mach at MEC (and PMC) level. A leak in this line causes lower speeds scheduled, as in the ground data. Again, however, you would expect this to appear in-flight as low speeds, as well. Additionally, since PS12 is an input to the PMC, we'd expect some effect with PMC On. ..T2: the T2 sensor/system can fail in one of two directions. A hot shift, caused by clogged P7 or Pb lines/T2 ports, causes high engine speeds. A cold shift, caused by loss of helium charge in the sensor itself, causes low speeds to be scheduled. However, with a full cold shift, which is the most common failure, the MEC defaults to an approximate 59°F T2 (to prevent a condition where an engine is unable to reach takeoff power). In this case, when the actual T2 is lower than 59°F, the engine will schedule speeds higher than with a properly operating T2 (the 59°F default is effectively a hot shift relative to actual ambient conditions). Likewise, when actual T2 is higher than 59°F, the engine will schedule lower speeds than with a properly operating T2 (the 59°F default is effectively a cold shift relative to the actual ambient conditions). Page 34 of 40 Revision 1 September 1995Example 4 (continued) ner : The failed T2 sensor makes sense with the pilot report. During flight, at altitude, ambient temperature is well below the default 59°F. The failed sensor causes an effective hot shift, where higher speeds are scheduled - in descent, as well. When the ground runs were accomplished, the ambient temperature was 34°C (94°F) - well above the 59°F default. Hence, during the ground runs, the system was operating under an effective cold shift, causing MEC-scheduled speeds (idles, part power trim PMC Off) to be lower than with a properly operating T2 sensor. Findings: ~ The T2 sensor is checked on-wing with the T2/CIT test tooling. The test shows a low detta pressure (failed sensor) for the T2. The T2 sensor is changed, and all ground runs are within limits. With the sensor removed, a blow check of the ‘sensor (using lung pressure, per the Maintenance Manual) also confirms a failed sensor. (NOTE: a blow check of a T2 or CIT sensor can only detect a cold shift - it cannot detect a hot shift). Page 35 of 40 Revision 1 September 1995The following pages provide a general description of some of the operational characteristics that may be encountered for various sensor shifts, system mis-rigs, etc. The level of impact depends heavily on the amount of shiftimis-tig, phase of flight, PMC On/Off operation, system tolerance stack-ups, engine health, etc. Hence an engine may not experience all of the described possible engine operational impacts. The attached list is intended as a quick reference, and is not intended to replace Maintenance Manual! Troubleshooting. Page 36 of 40 Revision 1 September 1995‘T2 Sensor Hot Shift ‘T2 Sensor Cold Shift CIT Hot Shift CIT Cold Shift Clogged Screens (Clogged/Leaking P7/Pb Line Loss Of Sensor Helium (Clogged Sensor Screens (Clogged/Leaking P6/Pb Lines Loss Of Sensor Helium Page 37 of 40 POTENTIAL ENGINE IMPACT Idle Speeds High; art Power Trim PMC Off N2 High; PMC Off NI And N2 High At A Given Throale Position: PMC On NI And N2 May Be High At A Given ‘Throtle Position If Shift Is Great Enough; ‘Throwle Stagger PMC Off, With Possible Throttle Stagger PMC On (This Engine's Throule Behind), Possible Takeoff NI Exceedance For Partial Loss Of Hetium Charge: Idle Speeds Low, Part Power PMC Off N2 Low: PMC Of NI And N2 Low At A Given ‘Throttle Position - Throttle Stagger; May Be Unable To Reach Takeoff PMC; For Full Loss Of Charge (Full Cold Sbif): MEC Defaults To T2 Of Approximately 59°F (Standard Day); For Actual Ambient Temperature Below ‘59°F, System Will Have T2 Hot Shift Characteristics; For Actual Ambient Temperature Above 59°F, System Will Have T2 Cold Shift (Characteristics (See Partial Loss Of Helium Charge, Above); ‘VSVs Will Track More Closed; ‘VBVs Will Track More Open; ‘NIWIN2k Relationship Will Shift: ‘At Constant Nik, N2k Will Be Higher, ‘At Constant N2k, N1k Will Be Lower; PMC Off Throtle Stagger; Possible PMC On Throttle Stagger, Slower Starts And Accels; May Be Unable To Reach Takeoff, With High N2 And EGT; Partial Loss Of Helium Charge: VSVs Track More Open; VBVs Track More Closed: NIK/N2k Relationship Sbifts: ‘At Constant NIK, N2k Will Be Lower, ‘At Constant N2k, Nik Will Be Higher, PMC Off Throtde Stagger (PLA Behind); Possible PMC On Throttle Stagger, Possible NI/EGT Bloom Ox Takeoff; Revision 1 September 1995CIT Sensor Cold Shift (Continued) PS12 Leak T12 Faulty RVDT In MEC PLA Voltage Gain CDP Line Leakage ‘CAUSE Loss Of Sensor Helium Charge ‘Loose PS12 Line Poor Connections Faulty Sensor pe meat OfRVDT Improperly Rigged Page 38 of 40 ‘POTENTIAL ENGINE IMPACT For Complete Loss Of Helium Charge (Fall Cold Shift): MEC System VSV And VBV ‘Scheduling Default To CIT Of 59°F; For Actual CIT Temperanure Below ‘59°F, System Will Have CIT Hot Shift Characteristics; For Actual CIT Temperature Above ‘59°F, System Will Have CIT Cold Shift (Characteristics (See Partial Loss Of CIT Helium Charge, Previous Page): (Causes Perceived “Lower Altitude"; Low NI And N2 Speeds For Given ‘Throttle Position (Minimal Effect At idle During Ground Runs); ‘Throttle Stagger, PMC On Or Off This Engine's ‘Throute Abead); May Be Unable To Reach Takeoff, ‘Erratic NI (And N2, Fuel Flow And EGT), . PMC On Only; PMC Inop Light Itumination; ‘Sends Incorrect Throttle Position To PMC; ‘Throwte Stagger, PMC ON Only; Erratic Speeds, PMC On Only; Idle Speeds Not Affected; No Power To PMC; PMC Inop Light May/May Not luminate; NI OversboouBloam On Takeott; May Cause False Warnings Of Boeing EIS Start Stall Waring System; ‘Throwle Stagger, PMC On Only; May Exceed Takeoff N1; Part Power PMC On N1 May Be Out Of Limits; ‘Start And Idle Operation Not impacted; MEC Perceives Lower CDP; ‘Small Leak Slow Or Hung Starts/Accels Large Leak: ‘Unable To Reach Takeoff; Roliback From Stabilized Speed; Flameoot, Unable to Reach Idle On Start; Revision 1 September 1995PROBLEM CBP Leakage or CBP Venmri Blocked ‘VSVs Rigged Too Far Closed ‘VSVs Rigged Too Far Open Power Trim Out Of Limits High Power Trim Out Of Limits Low Loose Connections Contamination MisRig Page 39 of 40 POTENTIAL ENGINE IMPACT MEC Perceives Lower CBP, Hence More ‘Customer Bleed, Raising Accel/Decel ‘Schedules; NIK/N2k Relationship Will Shift: ‘At Constant Nik, N2k Will Be Higher; ‘At Constant N2k, NIk Will Be Lower, PMC Off Throttle Stagger (This Engine Thronle ‘Abead); Possible PMC On Throwle Stagger; Slower Stans And Accels; May Be Unable To Reach Takeoff, With High N2 And EGT; NIK/N2 Relationship Will Shift: ‘At Constant NIK, N2k Will Be Lower; ‘At Constant N2k, N1k Will Be Higher, PMC Off Throule Stagger (This Engine Throwle Behind), Possible PMC On Throwle Stagger, Possible NU/EGT Bloom On Takeoff; Possible Stalls (And LPT Overtemps, If Start Stal Is Undetected), Faster Starts And Acceleration; No Effect During Start Or At Idle; Increasing Impact As Throtle And Engine Speed Increase; PMC Off Engine Speeds High At A Given Throule Position (More Pronounced At Higher ‘Speeds - No Effect At Idle); Possible NUEGT Bloom On Takeoff; PMC Off Throule Stagger (This Engine Throttle Behind); Possible PMC On Throtle Stagger (This Engine ‘Throttle Behind); No Effect During Start Or At Idle; Increasing Impact As Throule And Engine Speed Increase; PMC Off Engine Speeds Low At A Given ‘Throule Position (More Pronounced At Higher Engine Speeds - No Effect At Idle); May Be Unable To Reach Takeoff, Particularly PMC Off, PMC Off Thromde Stagger (This Engine Throwle ‘Abead); Possible PMC On Throttle Stagger, Revision 1 September 1995PROBLEM = = CAUSE POTENTIAL ENGINE IMPACT SG Out Of Adjustment Incorrect Adjustment High SG Value: Lean Starv/Accel/Decel Fuel Schedules; Slow Sears/Accels; Fast Decels; Low SG Value: Rich Starv/Accel/Dece! Fuel Schedules; Hot Starts - Start Stalls; Possible Stalls On Accelerations; Slow/Hung Decels; Fast Accels; Page 40 of 40 Revision 1 September 1995