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Ground idl e 4 quarts (20%)
Takeoff 6 quarts (30%)
Climb, cruise, descent 4-5 quarts (20%-25%)
After l anding 4 quarts ( 20%)
Shutdown 0 quarts* (0%)
Note: These values ar e not limits . . . information only
CFM56-5B Oil Pressure
300
100
90
80
70
60
50
40
30
20
10
0
0 50 60 70 80 90 100 105
PSID
Cold start by-pass valve opens at 305 psid
(2101 kPa diff)
Normal oper ating
Oil pressur e range
3
2
1
Core engine speed (N2) percent
Minimum acceptable pr essur e at minimum idle (13 psid) (76 kPa diff.)
Less than minimum oil press ure requies engine shutdown
•Operation in areas 1 and 3 requires monitoring
of oil pressure, temperature and quantity
•Operation area 1 requires maintenance action
prior to next flight
141
Flight Operations Support
10 September 2005
CFM PROPRIETARY INFORMATION
Subject to restrictions on the cover or first pa ge
Ground Operation in Icing Conditions
ANTI-ICE ON
• Anti-ices inlet lip
During extended operation (more than 30
minutes):
• Accelerates engines to 70% N1 and
hold for 30 seconds (or to an N1 and
dwell time as high as practical,
considering airport surface conditions
and congestion)
- Allows immediate shedding of
fan blade and spinner ice
- De-ices stationary vanes with
combination of shed ice impact,
pressure increase and
temperature rise
Noorrmaall Oppeerraattiioonn
100
90
80
70
60
50
40
30
20
10
0
10
9
8
7
6
5
4
3
2
1
0
0 20 40 60 80 100 120 140 160 180
%N1 Fan vibes
(units)
Time (seconds)
Ice shed
point
• Perform this procedure every 30
minutes and just prior to or in
conjunction with the takeoff
procedure, with particular attention to
engine parameters prior to final
advance to takeoff thrust
* Note: In addition to the above when in freezing rain,
drizzle or fog, heavy snow ice shedding may be enhanced
by additional runups at intervals not to exceed ten minutes.
142
Flight Operations Support
10 September 2005
CFM PROPRIETARY INFORMATION
Subject to restrictions on the cover or first pa ge
Takeoff
N1 (fan speed) vs EPR used as power management parameter
• N1 directly related to fan thrust (80% of total) and to core thrust
• N1/thrust relationship insensitive to engine deterioration
• Less complex
• More reliable
Noorrmaall Oppeerraattiioonn
Ignition
• Requirement specified by aircraft manufacturer
• Engine certification tests completed without the use of ignition
Bleeds
• ON/OFF depending on company policy/performance requirements
• Effect on engine parameters
143
Flight Operations Support
10 September 2005
CFM PROPRIETARY INFORMATION
Subject to restrictions on the cover or first pa ge
TAKEOFF PROCEDURE
• In consequence of the DAC spool up time lag (up to 5 seconds), the rolling takeoff
procedure is not recommended.
• Apply Static T/O
1. Idle to 50% N1 on both engines
2. Release brakes when the 50% N1 is stabilized on both engines.
3. Both engines N1 to takeoff thrust.
Other standard operating procedures for takeoff apply
Flight Crews must be aware of the intermix
configuration and its operation
TakeOff SAC/DAC intermix
Noorrmaall Oppeerraattiioonn
144
Flight Operations Support
10 September 2005
CFM PROPRIETARY INFORMATION
Subject to restrictions on the cover or first pa ge
Full Thrust Take Off
EGT OAT
Thrust
Effect of Bleeds on EGT
Ble eds OFF
CP
Given OAT
Bleeds ON
Ble eds OFF
Bleeds ON
Eng Bleeds effect at Takeoff
At full take off power,
there is a thrust
decrement when setting
Eng Bleeds Off to Bleeds
On when EGT remain
the same. Only MTOW is
impacted, higher with
Bleeds Off than Bleeds
On.
Noorrmaall Oppeerraattiioonn
At reduced take off
thrust, this is the same logic
that full thrust. But as the TOW
(Take Off Weight) is not
maximum, in order to recover
the same level of thrust Bleeds
Off than Bleeds On, reduced
thrust need to be increase, so
EGT will decrease .
Reduced Thrust Take Off
EGT OAT
Thrust
Ble eds OFF
Effect of Bleeds on EGT
Ble eds OFF
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CFFM556 Flight Operations Support(21)
