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A 319/320/321
ATA 71−80
Engine IAE V2500
ATA 30−20
Intake Ice Protection
EASA PART 66 B1
A320 71−80V2500JARB1
For training purposes only.
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IAE
For Training Purposes Only
V2530-A5
Generic to all Mechanical Standarts
V2500 engines of engine
INTRODUCTION
The V2530 - A5 engine is a two spool, axial flow, high bypass ratio turbofan IAE V2530-A5 DATA
engine.
80% of the thrust is produced by the fan. Fan tip diameter : 63.5 in ( 161 cm )
Bare engine length : 126 in ( 320 cm )
20% of thrust is produced by the engine core.
Weight : 4942 lbs ( 2242 KG )
Its compression system features a single stage fan, a four stage booster, and a
Take - off thrust : 30,000 lb, flat rated to +30 deg. C
ten stage high pressure compressor. The LP compressor is driven by a five
Bypass ratio : 5.44 : 1
stage low pressure turbine and the HP compressor by a two stage HP turbine.
The HP turbine also drives a gearbox which, in turn, drives the engine and air- Overall Pressure Ratio : 31.9 :1
craft mounted accessories. Mass Flow lbs/s : 856 lbs
The two shafts are supported by five main bearings. N1 : 100% ( 5650 RPM )
The V2500 incorporates a Full Authority Digital Electronic engine Control N2 : 100% ( 14950 RPM )
( FADEC ). The control system governs all engine functions, including power
EGT ( Takeoff ) 650 deg. C
management. Reverse thrust is obtained by deflecting the fan airstream via a
hydraulic operated thrust reverser. EGT ( Starting ) 635 deg. C
EGT ( Max Continous/Climb ) 610 deg.C
ENGINE DESCRIPTION
Gas Path
A simplified view of the engine is shown below.
All the air entering the engine passes trough the inlet cowl to the fan.
At the fan exit the air stream divides into two flows :
the core engine flow
the by-pass flow
Nacelle
The nacelle ensures airflow around the engine during its operation and also
provides protection for the engine and accessories.
unit.
the Combined Nozzle Assembly ( CNA )
V2500-A1 V2500-A1
V2500-A5 V2500-A5
For Training Purposes Only
FADEC FUNCTIONS
The FADEC system operates compatibly with applicable aircraft systems to − Control of ignition ( ON / OFF )
perform the following functions : − EPR, N1, N2, WF, EGT monitoring
1 GAS generator control for steady state and transient engine operation − Abort / Recycle capability on ground.
within safe limits.
5 Thrust reverser control
− Fuel flow control
− Control of thrust reverser actuation ( deploying and stowing )
− Acceleration and deceleration schedules
− Control of engine power during reverser operation.
− Variable Stator Vane ( VSV ) and Booster Stage Bleed Valve ( BSBV )
- Engine idle setting during reverser transient
schedules
− Control of maximum reverse power at full rearward throttle lever position.
− Turbine clearance control ( HP / LP )
− Restow command in case of non commanded deployment.
− Idle setting.
− Redeploy command in case of non commanded stowage.
2 Engine limits protection
6 Engine parameters transmission for cockpit indication
− Engine overspeed protection in terms of fan speed and core speed to
prevent engine running over certified red lines − Primary engine parameters
− Engine turbine outlet gas temperature monitoring. ( EGT ) − Starting system status
− Thrust reverser system status
3 Power management − FADEC system status.
− Automatic engine thrust rating control
7 Engine condition monitoring parameters transmission.
− Thrust parameter limit computation
− manual power management through constant ratings versus throttle 8 Detection, isolation, accommodation and memorization of its internal
lever relationship system failures.
. take−off / go−around at full forward throttle lever position 9 Heat Management system (Fuel return & diverter valve control)
. flex take−off at constant intermediate position whatever the FADEC controls the ON / OFF return to the aircraft tank in relationship with :
derating is − Engine oil, IDG oil and fuel temperatures
For Training Purposes Only
. other ratings ( max continuous, max climb, idle, max reverse ) at − Aircraft fuel system configuration
associated throttle lever detent points. − Flight phases.
− Automatic power management through direct engine power adjustment to
Fuel Metering Unit
the autothrust system demand.
The fuel metering unit ( FMU ) provides fuel flow control for all operating
4 Automatic engine start sequencing conditions.Variable fuel metering is provided by the FMU through EEC com-
− Control of starter air valve ON / OFF mands by atorque motor controlled servo drive. Position resolvers provide
feedback to the EEC. The FMU has provision to route excess fuel above en-
− Control of HP fuel valve ( ON / OFF on ground, ON in flight )
gine requirements to the fuel diverter valve through the bypass loop.
− Control of fuel schedule
IDG
(EGT)
P2/T2 HEATER
IGN B
THRUST ANALOG & IGN A
LEVER DISCRETE
SIGNALS
RESOLVER
EIU 7th
IGNITORS
7th
10th
7th
FUEL METERING
UNIT (FMU) FUEL FLOW
TO
For Training Purposes Only
BURNERS
EEC
( CH: A & B ) FEEDBACK HCU
COMMAND SOLENOID CONTROL VALVES
NORM
49VU
For Training Purposes Only
2450000HMQ0
121VU
2450000UMR0
After 5 min of the power up test the indication is displayed in amber and figures
are crossed ( XX ). Normal indication can be achieved by using the FADEC
GRD power switches, one for each engine at the maintenace panel or by the
MODE selector switch on on the Engine panel at the pedestal in CRANK or
IGN / START position for both engine.
If a failure occurs on any indication displayed, the indication is replaced by am-
ber crosses, the analog indicator and the marks on the circle disappear, the
circle becomes amber.
Only in case of certain system faults and flight phases a warning message ap-
pears on the Engine Warning Display.
The lower display shows the secondary engine parameters listed below. The
engine page is available for display by command, manually or automatically
during engine start or in case of system fault :
Total FUEL USED
For further info see ATA 73
OIL quantity
For further info see ATA 79
OIL pressure
For further info see ATA 79
FF KG / H
FOB: 19.125
NAC temp. indication :
nac
320 c 320
For Training Purposes Only
A IGN B
ONLY ON ENGINE
1 FAN 1 ACOC,ACC,ACAC
1 HIGH PRESSURE 1
2 2 ACTIVE CLEARANCE CONTROL
TURBINE
1 3
2 4 ACTIVE CLEARANCE CONTROL
3 LOW PRESSURE 5
4 TURBINE 6
5 7
COMMON NOZZLE
V2500-A1
V2500-A5
For Training Purposes Only
0 AMBIENT P0 ( ambient )
2.5 L.P. COMPRESSOR ( BOOSTER EXIT ) Temp T2.5 or (CIT) & Press P2.5 for Monitoring
4.9 L.P. TURBINE EXIT Temp T4.9 for EGT & Press P4.9 for EPR also
called P 5
5 EXHAUST
ATA 72 ENGINE
72-00 ENGINE PRESENTATION
Engine Main Bearings
The 5 bearings are located in 3 bearing compartments.
N1 BEARING NO.: 1 2 5
N2 BEARING NO.: 3 4
For Training Purposes Only
Description
The drawing below shows details of No 2 and No 3 bearings.
A phonic wheel is fitted to the LP stubshaft, this interacts with
speed probes to provide LP shaft speed signals ( N1 ) to the EEC and the
Engine Vibration Monitoring Unit ( EVMU ) which is aircraft mounted.
The hydraulic seal prevents oil leakage from the compartment passing
rearwards between the HP and LP shafts.
No 3 bearing is hydraulically damped. The oil flow to the No. 3 bearing damper
is maintained at the full oil feed pressure whilst the rest of the flow passes
through a restrictor to drop the pressure. This allows larger jet diameters to
facilitate flow tolerance control.
The outer race is supported by a series of eighteen spring rods which allow
For Training Purposes Only
BOOSTER AIR
SPRING ROD
Sealing
Air
For Training Purposes Only
NO 4 BEARING COMPARTMENT
The No 4 bearing compartment is situated in a high temperature, high pressure
environment at the centre of the combustion section.
The bearing compartment is shielded from radiated heat by a heat shield and BUFFER AIR COOLER ( ACAC )
air.
The No. 4 bearing compartment is cooled by 12th stage air.
NOTE :
The bearing compartment internal pressure level is determined by the area of
the variable scavenge valve. ( called No 4 bearing scavenge valve and de-
scribed in the oil system ). This valve acts as a variable restrictor in the
compartment vent / scavenge line.
FAN AIR OUTLET
NOTE :
For Training Purposes Only
HEAT SHIELD
Spring
No4 Bearing
CARBON SEAL CARBON SEAL
ENGINE MODULES
The engine modules are: High Pressure Turbine
32 the intermediate case module, The high pressure turbine is a two stage turbine and drives the HP compres-
31 the fan module, sor and the accessory gearbox. Active clearance control is used to control seal
clearances and to provide structural cooling.
40 / 41 the high pressure compressor, & diffuser/combustor module,
45 the high pressure turbine, Low Pressure Turbine
50 the LP turbine The low pressure turbine is a five stage module. Active clearance control is
60 the accessory drive gearbox. used to control seal clearances and to provide structural cooling.
NOTE: THE MODULE NUMBERS REFER TO THE ATA CHAPTER REF- Accessory Drive Gearbox
ERENCE FOR THAT MODULE. The accessory drive gearbox provides shaft horse power to drive engine and
aircraft accessories. These include fuel, oil and hydraulic pressure pumps
Fan Module
and electrical power generators for the EEC and for the aircraft. The
It consists of a single stage, wide−chord, shroudless fan and hub. gearbox also includes provision for a starter which is used to drive the N2
Intermediate Case Module shaft for engine starting.
It consists of the fan containment case, fan exit guide vanes ( EGV ),
intermediate case, booster, low spool stubshaft, the accessory gearbox
towershaft drive assembly, high spool stubshaft and the station 2.5 bleed
valve ( BSBV ). The booster consists of inlet stators, rotor assembly, and
outlet stators. The No. 1, 2 and 3 ( front ) bearing compartment is built
into the module and contains the support bearings for the low spool and
high spool stubshafts.
High Pressure Compressor
The HP compressor is a ten stage, axial flow module. It is comprised of
the drum rotor assembly, the front casing which houses the variable
stator vanes and the rear casing which contains the fixed stators and forms the
For Training Purposes Only
bleed manifolds.
3 ea
Showing Crossection of
Fan Disc
Slot Numbering
Rubber
For Training Purposes Only
Rubber
A
For Training Purposes Only
The fan blades and annulus filler positions are not identified.For this re-
ason it is important to identify the blade and annulus filler position, rela-
tive to the numbered slots in the fan disc, before disassembly.
The blade to be removed can then be pulled forward to clear the dovetail slot in
the fan disc.
”T”
For Training Purposes Only
MOMENT WEIGHT
ATA 72-31-1
1 FAN BLADE REPAIR
FAN BLADE INSPECTION / REPAIR
Before any repair is carried out, reference must be made to the AMM Chapter
72-31-11 Page Block 800.
A. Chemically Clean the Blades
Repair Damage on the Low Pressure Compressor ( LPC ) Fan Blades by ( 1 ) Use alkali cleaner (Material No. V01−300), alkani cleaner ( Material
Local Material Removal No. V01−339 ) or alkani cleaner ( Material No. V01−422 ) and prepare
the solution ( Ref. AMM TASK 70−11−50−100−010 ).
CAUTION :
YOU MUST USE SILICON CARBIDE TYPE ABRASIVE WHEELS, ( 2 ) Wash the repaired area with a cloth soacked in the solution.
STONES AND PAPERS TO DRESS, BLEND AND POLISH THIS COM-
PONENT. ( 3 ) Use a cloth soaked in clean cold water until the area is fully
IF THE MATERIAL SHOWS A CHANGE IN COLOR, TO DARKER THAN A cleaned.
LIGHT STRAW COLOR, THE COMPONENT IS TO BE REJECTED.
( 4 ) If necessary repeat steps ( 2 ) and ( 3 ).
DO NOT USE FORCE WITH MECHANICAL CUTTERS, OR THE MA-
TERIAL WILL BECOME TOO HOT. ( 5 ) Wipe the area with a clean dry cloth.
LP COMPRESSOR FAN BLADES MUST BE REPAIRED AS SOON AS
DAMAGE OR WEAR IS MONITORED, TO GET BACK LP COMPRES-
SOR EFFICIENCY AND EXTEND THE ROTOR BLADE LIFE. B. Do a Local Penetrant Crack Test on the Damaged Blades.
THE MAXIMUM NUMBER OF DRESSED BLADES FOR A GIVEN THE LP ( 1 ) Use fluorescent penetrant ( Material No. V06−022 ) and do a
COMPRESSOR FAN BLADES SET IS THE EQUIVALENT OF THREE penetrant inspection of the damaged area ( Ref. SPM 702305 ).
BLADES DRESSED TO THE MAXIMUM LIMIT. ALL THE REMAINING
BLADES MUST NOT BE DRESSED. C. Examine the Blade Airfoil
THE MAXIMUN NUMBER OF DRESSED BLADES MUST BE OBEYED, ( 1 ) Examine the blade airfoil for crack indications. Use X10 binocular
TO PREVENT A RISK OF ENGINE VIBRATION. under ultra violet light.
For Training Purposes Only
PROCEDURE
D. Remove Local Damage on the Leading Edge
( Ref. Fig. 804 / TASK 72−31−11−991−174 )
( 3 ) Make smooth the repaired area‘s. Make sure all the damaged marks
are completely removed and the surface finish is made the same as the
adjacent material. Use waterproof abrasive paper ( Material No.
V05−021 ), waterproof abrasive paper ( Material No. V05−020 ) and / or
waterproof abrasive paper ( Material No. V05−064 ).
For Training Purposes Only
( 4 ) Polish the repaired area‘s, to remove scratches and make the surface
finish the same as the adjacent material. Use waterproof abrasive
paper ( Material No. V05−021 ), waterproof abrasive paper ( Material
No. V05−020 ) and / or waterproof abrasive paper ( Material No.
V05−064 ).
PROCEDURE
E. Examine the LP Compressor Fan Blades
( 1 ) Visually examine and measure the dimensions of the scallop on the
leading edge and the airfoil surface. Make sure the maximum depth of
the repair on the airfoil surfaces is not more than 0.015 in. ( 0.38
mm ). Discard the blades, if they are not in the limits specified. Use
workshop inspection equipment.
(2) At the next shop visit make a mark VRS1506 adjacent to the part
number. Use vibro−engraving equipment.
MODULE 40 HP COMPRESSOR
The HP compressor has 10 stages. It utilises variable inlet guide vanes at the
inlet to stage 3 and variable stator vanes at stages 3, 4 and 5
The front casing, which houses stages 3 to 6, is made in two halves which bolt
together along horizontal flanges.
It is bolted to the intermediate casing ( module 32 ) at the front and to the
outer casing at the rear.
The rear compressor casing has inner and outer casings as shown. Flanges
on the inner case form annular manifolds which provide 7 and 10 stage air
offtakes.
V2500-A1 V2500-A5
For Training Purposes Only
Figure 24 HP Compressor
FRA US/T bu August 2001 Page: 49
Lufthansa Technical Training
ENGINE A319/A320/A321
GENERAL IAE V2530-A5
72-00
COMBUSTION SECTION
The combustion section includes the diffuser section, the combustion inner and
outer liners, and the No 4 bearing assembly.
Diffuser Casing
The diffuser section is a primary structural part of the combustion section.
The diffuser section has 20 mounting pads for the installation of the fuel spray
nozzles. It also has two mounting pads for the two ignitor plugs.
Combustion Liner
The combustion liner is formed by the inner and outer liners.
The outer liner is located by five locating pins which pass through the diffuser
casing.
The inner combustion liner is attached to the turbine nozzle guide vane
assembly.
The inner and outer liners are manufactured from sheet metal with 100 sepa-
rate liner segments attached to the inner surface. The segments can be
replaced independently.
For Training Purposes Only
HP TURBINE
10th stage Make up air valve NOTE :
The two position stage 10 ON / OFF valve is bolted to the 10th stage manifold The E.E.C. will keep the air valve open at all engine operating phases ex-
at the top of the engine compressor case. cept cruise. The valve incorporates 2 micro switches for transmitting
Purpose valve position to the E.E.C channel A & B.
The make up air discharges into the area around No 4 bearing housing and The ” fail safe ” position is valve open, solenoid de−energised.
supplements the normal airflows in this area and increases the cooling flow
passing to the H.P. turbine,stage 2. The HPC Stage 10 make up air valve and associated hardware has been de-
All of the HPT airfoils are cooled by secondary air flow. leted from production beginning with ESN V10950
The first stage HPT blades are cooled by the HPC discharge air which flows
through the fist stage HPT duct assembly.
The second stage vane clusters are permanent cooled by 10th stage compres-
sor air mixed with thrust balance seal vent air supplied externally. The 10th
stage air is supplied through 4 tubes ( 2 tubes on each engine side )
Second stage HPT cooling air is a mixture of HPC discharge air and 10th stage
compressor ( make up air ). This air moves through holes in the first stage
HPT air seal and the turbine front hub into the area between the hubs. The air
then goes into the second blade root and out the cooling holes,
altitude.
Operation
Signals from the E.E.C. will energise / deenergise the solenoid control valve.
This directs pneumatic servo supplies to position the 10th stage air valve to the
open / close position.
In the open position ( solenoid deenergized ) the valve allows 10th stage air to
flow through two outlet tubes down the left and right hand side of the diffuser
case and then pass into the engine across the diffuser area. The air then
discharges into the area around No 4 bearing housing.
MAKE UP AIR
10TH
TO OTHER BLEED SOLENOID VALVES FAN AIR
STAGE
BUFFER AIR COOLER
SOLENOID
( ACAC)
VALVE 10 TH STAGE AIR (4X)
BUFFER
MAKE UP AIR
AIR VALVE
EEC
COMBUSTION
STAGE 10 AIR STAGE 12 CHAMBER
BEARING 4
COMPARTMENT
OIL PRESSURE
NO.4 BEARING SCAVENGE
OIL PRESS XMTR
For Training Purposes Only
The HPC Stage 10 make up air valve and associated hardware has been de-
leted from production beginning with ESN V10950
For Training Purposes Only
INDICATOR O
PIN VISUAL
C POSITION INDICATOR
P3 SERVOPRESS.
SOLENOID
For Training Purposes Only
CONTROL
VALVE
10th STAGE PRESS
TO NO4 BEARING
SCAVENGE VALVE
Features :
Front Face
Individually replaceable drive units
Magnetic chip detectors
Main gearbox 2 magnetic chip detectors
Angle gearbox 1 magnetic chip detector
De−oiler
Pneumatic starter
Dedicated generator / alternator
Hydraulic pump
Oil Pressure pump
For Training Purposes Only
Rear Face
Fuel pumps ( and Fuel Metering Unit FMU )
Oil scavenge pumps unit
Integrated Drive Generator System ( I.D.G.)
REAR VIEW
SCAVENGE
Manual Drive
For Training Purposes Only
FRONT VIEW
DRIVE SEAL
The sealol seal
The picture below shows a typical SEALOL SEAL ( carbon drive seal )
installation ( Starter ).
This type of seals are used on the drive pads on the gearbox.
Consists of the following parts :
A mating ring ( glazed face ) with four lugs engageing the four correspond-
ing slots in the gearshaft ball bearing.
A cover, secured to the bearing housing with nuts, to ensure constant
contact between the glazed face and the static part of the seal.
The sealol seals are matched assemblies. If one of the components is
damaged, replace the complete seal !
For Training Purposes Only
SEALOL SEAL
For Training Purposes Only
ENGINE FLANGES
Flanges are located on the engine for attachment of brackets,claps,bolt,etc.
Physical Description
The external flanges of the engine have been assigned letter designations al-
phanumerical from A to U.The letters I,O and Q are not used.The letter desig-
nations are used for flange identification whenever it is necessary to be explicit
about flange location.
For Training Purposes Only
BORESCOOPING GENERAL
Hand Cranking
A access to crank the HP compressor manually is provided at the front face of
the gearbox between the Starter and the deticated alternator.
STAGE.
Examples of blade damage limits are in AMM 72-00-00
On completion of the inspection remove the borescope probe from the en-
gine and refit the access port covers as described on the next page.
Remove the tool used to turn the HP system & return the engine to normal.
V2530-A5
V2500-A1 V2530-A5
TO BE EXAMIND TO BE USED
3 to 4 A
4 to 6 B
7 to 8 D
8 to 9 E
9 to 10 F
11 to 12 G
VIGV TO 3 -LE X
3 to 4 B
5 to 6 C
Component Location
The front mount is installed at the top center of the low pressure compressor
case.
The rear mount is installed at the top center of the low pressure turbine
case.
The engine mount system has these components:
For Training Purposes Only
− A front mount
− A rear mount .
The front mount is made to be fail−safe. If one of the two thrust links or the
cross beam should fail, then thrust loads are transmitted through the ball stop
and into the beam assembly. The thrust is then transmitted to the pylon struc-
ture.
Pylon Mount
Thrust Link
Thrust Link
For Training Purposes Only
Support Bearing
The two pressure relief doors protect the core compartment against a differen-
For Training Purposes Only
RIGHT SIDE
STRAKE
ACAC OUTLET
STRAKE
PRESSURE
For Training Purposes Only
RELIEF DOOR
LEFT SIDE
ACAC OUTLET
DETAIL AT 4 POSITIONS
For Training Purposes Only
PYLON FAIRING
With deployed reverser the
fairing must be removed !
For Training Purposes Only
REVERSER CASCADES
6 Latches are provided to keep the Thrust Reverser Halfs in the closed position.
They are located :
1 Front latch ( access through the left fan cowl )
3 Bifurcation latches ( access through a panel under the C-Duct halves )
2 latches on the reverser translating sleeve ( Double Latch )
For Training Purposes Only
A B
For Training Purposes Only
Open-Indicator
( 3 installed )
Access to the front latch is gained through the left hand fan cowl. The latch is
equipped with a red open indicator.
The open -indicator gets in view through a gap in the cowling ( also when the
thrust reverser halfs are closed ) to indicate a not propper closed reverser cowl.
SPRING
For Training Purposes Only
ATA 79 OIL
79−00 GENERAL
Oil System Presentation
The lubrication system is self−contained and thus requires no airframe supplied
components other than certain instrumentation and remote fill and drain port
disconnectors on the oil tank.These ports are used to refill the oil tank promptly
and precisely by allowing the airlines to quick−connect a pressurized oil line
and a drain line.
OIL TEMPERATURE
SENSOR( HMS )
ACOC
BYPASS
VLV‘ S
FUEL
IN OIL TANK PRESSURIZATION VLV
NO.5 BEARING
OUT
ANTI-DRAIN
VLV BUFFER
AIR
( 12TH ) CAVITY DRAIN LINE
SCAVENGE
FILTER
BYPASS VLV
FLOW TIMING VLV ( 20 PSI ∆ P )
COLD START PRESS
RELIEF VLV MASTER CHIP DETECTOR
( 450 ∆ PSI )
NO 4 BEARING PRESS XMTR
For Training Purposes Only
BIFURCATION PANEL
REED SWITCH OIL TEMPERATURE SENSOR
SCAVENGE FILTER
NO 4 BEARING
COMPARTMENT
2 POSITION SCAVENGE PUMPS
SCAVENGE VLV DE-OILER
LOW OIL OIL
PRESS. PRESS.
10TH BREATER WARNING XMTR
STAGE AIR SWITCH
AIR ( 60 PSI )
4.- Oil filter clog (White & amber) warning appears on the screen when
the engine scavenge filter is clogged.
3
For Training Purposes Only
OIL TANK
The tank is located on the top L. H. side of the gearbox.
The normal max-usable oil quantity in the tank is 25 US qts,,the maximum oil
tank capacity is 30.5 US qts
Features:
oil qty. transmitter
pressure and gravity fill ports
sight glass for level indication
internal deaerator
tank pressurisation valve ( 6 psi )
strainer in tank outlet
mounting for scavenge filter and master chip detector
SIGHT GLASS
For Training Purposes Only
A
OIL QUANTITY TRANSMITTER
SIGHT GLASS
For Training Purposes Only
LOCATION
The pump is attached to the front face of the external gearbox on the left hand
side,just below the oil tank.
For Training Purposes Only
Operation
The ACOC is a additional oil cooler which removes heat from the engine lubri-
cating oil using fan air and maintains the oil temperature within the specified
range.
The filtered oil flows through the air cooled oil cooler before being cooled again
through the fuel cooled oil cooler.
The cooling air and the oil flows through the air / oil heat exchanger are shown
below.
Features
oil bypass valve
ACOC oil temperature thermocouple ( for heat management system )
modulated air flow as commanded by EEC ( heat management system ).
air flow regulated by air modulating valve.
Fuel pressure operated actuator
Feedback LVDT
Purpose
The FCOC cools the oil by using low pressure fuel.
The FCOC also warms the low temperature fuel to the de-icing level.
The FCOC has 2 bypass valves.
Description
The FCOC consits of a housing containing a removable core,a header and a
fuel filter cap.The core is composed of vacuum brazed tubes through which
fuel passes.
Bypass valves
One is an oil pressure relief bypass valve which diverts the excessive oil
pressure during engine cold start.
The other is a fuel filter bypass valve which ensures fuel flow in the event of
fuel filter clogging.
For Training Purposes Only
LOCATION
OUT
OIL
IN
DRAIN HOLE
For Training Purposes Only
SCAVENGE SYSTEM
The scavenge system main components are:
− chip detectors,
− 6 scavenge pumps with strainers,
− one common scavenge filter.
− a 2−positions scavenge valve.( Bearing No.4 )
SCAVENGE PUMPS
Purpose
The scavenge pump returns the oil back to the oil tank.
Description
The scavenge pump is a five−stage gear type pump on the rear left side of the
geabox.
Four stages of the scavenge pump are two−gear displacement pumps .
The stage used for the two main gearbox scavenge lines consists of three
meshing gears producing two inlets and outlets on opposite sides.All 6 scav-
enge pumps are housed together as a single unit.The pump capacity is deter-
mined by the width of the gears.
For Training Purposes Only
SCAVENGE
For Training Purposes Only
SEAL - RING
DE-OILER
Location
The de-oiler is bolted to the right hand front face of the external gearbox.
Purpose
To separate the breather air/oil mixture.
return the oil to the oil scavenge system via its own scavenge pump.
vent the air overboard through the R/H fan cowl.
Features
provides mounting for the No.4 bearing chamber scavenge valve.
overboard vent.
provides location for the No.4 bearing magnetic chip detector housing.
For Training Purposes Only
BREATER AIR
For Training Purposes Only
FROM NO 4 BEARING
SCAVENGE VALVE.
Figure 59 De-Oiler
FRA US/T bu August 2001 Page: Page: 117
Lufthansa Technical Training
ENGINE A319/A320/A321
OIL SYSTEM IAE V2530-A5
79−00
Type of valve
Pneumatically operated two position valve.
Features
Position feed back signal to EIU ( reed switch )
uses stage 10 air as servo air
uses value of pressure of stage 10 air as operating parameter.
Fully open at low engine speeds( stage 10 air less than 150 PSI )
Minimum open at high engine speed (stage 10 air more than 200 PSI )
For Training Purposes Only
MAKE UP AIR
10TH
TO OTHER BLEED SOLENOID VALVES FAN AIR
STAGE
BUFFER AIR COOLER
SOLENOID
( ACAC)
VALVE 10 TH STAGE AIR (4X)
BUFFER
MAKE UP AIR
AIR VALVE
EEC
COMBUSTION
STAGE 10 AIR STAGE 12 CHAMBER
BEARING 4
COMPARTMENT
OIL PRESSURE
NO.4 BEARING SCAVENGE
OIL PRESS XMTR
For Training Purposes Only
No. 4 BEARING
For Training Purposes Only
Oil filter
A clogged filter indication is provided by a local visual pop out indicator. The
indicator is installed on the anti drive end of the IDG.
V2500
Overflow Drain
Valve
Dust Cap
Dust Cap
For Training Purposes Only
Distribution
The fuel supplied from aircraft tanks flows through a centrifugal pump (LP
stage) then through the Fuel Cooled Oil Cooler and then through a filter and
a gear pump (HP stage).
The fuel from the HP pump is delivered to the Fuel Metering Unit (FMU) which
controls the fuel flow supplied to the fuel nozzles (through the fuel flow meter
and the fuel distribution valve).
The FMU also provides hydraulic pressure to all hydraulic system external
For Training Purposes Only
actuators. These include the Booster Stage Bleed Valve actuators, Stator Vane
Actuator, ACOC air modulating valve and HPT/LPT Active Clearance Control
valve. Low pressure return fuel from the actuators is routed back into the fuel
diverter valve.
The fuel diverter and return to tank valve enables the selection of four basic
configurations between which the flow paths of the fuel in the engine are varied
to maintain the critical IDG oil, engine oil and fuel temperatures within speci-
fied limits.The transfer between configurations is determined by a software
logic contained in the EEC.
General Controlling
The fuel system enables delivery of a fuel flow corresponding to the power The Fuel Authority Digital Electronic Control (FADEC) system provides full
required and compatible with engine limits. range control of the engine to achieve steady state and transient performance
The system consists of: when operated in combination with aircraft subsystems.The FADEC is a dual
− the two stage fuel pump with low pressure & high pressure ele channel EEC with crosstalk and failure detection capability.In case of specific
ments, failure detection, the FADEC switches from one channel to the other.
− the engine fuel cooled oil cooler (FCOC), The FADEC System operates compatibly with applicable aircraft systems
to perform the following:
− the fuel filter
− Control of fuel flow, stator vanes and bleeds to automatically maintain for
− the fuel diverter and return to tank valve. ward and reverse thrust settings and to provide satisfactory transient
− the integrated drive generator (IDG) fuel cooled oil cooler (FCOC), response.
− the fuel metering unit (FMU), − Protect the powerplant from exceeding limits for N1, N2, maximum allow
− the fuel distribution valve, able
− the fuel flow transmitter, thrust, and burner pressure.
− 20 fuel nozzles, − Control of the low and high turbine active clearance control systems.
− Control of fuel, engine and IDG oil temperature.
− Control of the thrust reverser.
DESCRIPTION AND OPERATION − Automatic sequencing of start system components.
− Extensive diagnostic and maintenance capability.
Distribution
The fuel supplied from aircraft tanks flows through a centrifugal pump (LP
stage) then through the Fuel Cooled Oil Cooler and then through a filter and
a gear pump (HP stage).
The fuel from the HP pump is delivered to the Fuel Metering Unit (FMU) which
controls the fuel flow supplied to the fuel nozzles (through the fuel flow meter
For Training Purposes Only
SDAC
DMC FWC
TANK
FUEL
TEMP
SNSR
R
For Training Purposes Only
V
D
T
KG/H
2500 2500
13000 KG
For Training Purposes Only
FCOC
FUEL COOLED
OIL COOLER
( FCOC )
A THERMOCOUPLE
FUEL DIVERTER
AND
RETURN VALVE
( FDRV )
Description
The fuel distribution valve is installed at the 4:00 o’clock location, at the front
flange of the diffuser case.
The fuel distribution valve receives fuel through a fuel line from the fuel meter-
ing unit. The fuel goes through a 200 micron strainer, and then into ten internal FUEL NOZZLES
discharge ports. The ten discharge ports are connected to the ten fuel
manifolds.
Eight of the ten internal discharge ports in the valve are connected after
an engine shutdown.
Eight of the fuel manifolds are drained into the engine through the lowest fuel
nozzle.
The two fuel manifolds which remain full help supply fuel for the next
engine start.
VALVE
FUEL NOZZLE
General
The fuel nozzles receive fuel from the fuel manifolds. The fuel nozzles mix the
fuel with air, and send the mixture into the combustion chamber in a controlled
pattern.
Description/Operation
There are 20 fuel nozzles equally spaced around the diffuser case assembly.
The fuel nozzles are installed through the wall of the case, and each nozzle is
held in position by three bolts.
The fuel nozzles carry the fuel through a single orifice. The fuel is vaporized by
high−velocity air as it enters the combustion chamber. The fuel nozzle forms
the atomized mixture of fuel and air into the correct pattern for satisfactory
combustion.
For Training Purposes Only
The design of the fuel nozzle results in fast vaporization of the fuel through the
full range of operation. This results in decreased emissions, high combustion
efficiency, and good start quality.
The high−velocity flow of fuel prevents formation of coke on areas where fuel
touches metal. Heatshields installed also prevent formation of coke.
OIL OUTLET
OIL INLET
IDG FUEL COOLED OIL
COOLER
For Training Purposes Only
DRAIN PLUGS
The position of each valve is monitored and positional information is trans- The PRSOV torque motor is commanded open by the EEC during AUTO starts
mitted back to the EEC. or Closed by the EEC during AUTO start sequences if the sequence has to be
This ensures that the EEC always knows that the valves are in the commanded stopped for any reason.
position. It is commanded open or closed by the MASTER SWITCH in the cockpit during
MANUAL starts.
FAIL SAFE POSITION OF THE METERING VALVE TORQUE MOTOR :
” MINIMUM FUEL FLOW CONDITION ” NOTE: THE EEC’S ABILITY TO CLOSE THE SHUT OFF VALVE IS INHIB-
ITED ABOVE 43% N2. ABOVE 43% N2, AND IN FLIGHT, THE
PRSOV CAN ONLY BE CLOSED BY THE
Overspeed Valve MASTER SWITCH IN THE COCKPIT.
Operation FAIL SAFE POSITION OF THE PRSOV : ” LAST COMMANDED POSITION ”
The overspeed valve is spring loaded to the closed position, it is opened by
For Training Purposes Only
increasing fuel pressure during engine start and during normal engine operation
is always fully open.
In the event of an overspeed ( 109,1% N1 , 105,4% N2 ) the EEC sends
a signal to the overspeed valve torque motor which changes position and di-
rects H.P. fuel to the top of the overspeed valve − this fully closing the valve.
A small by − pass flow is arranged around the overspeed valve to prevent
engine flame out.
MASTER
LEVER
11QG
CENTRAL PEDESTAL 115VU RELAY
ENG / MASTER 1
ENG 123VU 126
MASTER 1 MASTER 2
ON ON 115VU
OFF
ENG MODE
ENG OFF
1 NORM 2
IGN
CRANK START
FIRE FIRE
FAULT FAULT
EEC
1 2
FMU
For Training Purposes Only
HP FUEL
CLOSED SOV
CLOSED
POS SW‘s
CLOSED
HP FUEL
SOV
ENGINE 1
HP FUEL SOV
28 V DC
ESS
49VU A1 MASTER SW 1 2 POS TM
The engine fuel supply system has two fuel shut off valves.
one PRSOV in the FMU
One LP - fuel shut off valve on the front wing spar.
tors ( SDAC1 and SDAC2 ). The SDACs process the data and send it to the
ECAM which shows the information on the FUEL page.
V-Clamp
ELECTRICAL CONNECTORS
For Training Purposes Only
the fuel and oil within the system together with the signal from the aircraft The modulating air valve regulates air flow to the ACOC. Oil heated by the en-
which permits/inhibits fuel spill to aircraft tanks. gine passes through the ACOC and then to the FCOC. The air valve is modu-
lated by the EEC to maintain both oil and fuel temperatures within acceptable
Operation minimum and maximum limits. Minimum oil temperature limits are used such
The measured temperature is transmitted to the EEC ( Electronic Engine Con- that the oil may be used to prevent fuel icing with the use of FCOC. Maximum
trol ). In response to the measured temperature, the EEC sends the signal to limits have been established to avoid breakdown of engine oil and to avoid ex-
the fuel diverter valve. The fuel diverter valve is used to reduce too high fuel cessively high fuel temperatures.
temperature. The excess of high pressure fuel flow from the FMU ( Fuel
Metering Unit ) and return fuel from control actuator are plumbed to the di-
verter valve which normally turns the flow to the FCOC exit.
EEC
For Training Purposes Only
LP PUMP LP PUMP
OIL IN OIL IN
OIL TEMP OIL TEMP
SNSR SNSR
OIL IN OIL IN
RETURN IDG FCOC RETURN IDG FCOC
TO ENG OIL ACOC TO ENG OIL ACOC
TANK FCOC TANK FCOC
OIL TEMP OIL TEMP
SNSR FAN AIR SNSR FAN AIR
OIL OUT OIL OUT
DIVERTER DIVERTER
VALVE VALVE
HP PUMP HP PUMP
FMU FMU
TO TO
INJECTORS INJECTORS
HMS MODE 3
The third mode shown below is the mode adopted when the requirements
for fuel spill back to tank can no longer be satisfied i. e.
Fuel through IDG FCOC returned downstream of FCOC.
FMU bypass flow returned upstream of fuel filter.
Return to tank inhibited.
This is the preferred mode of operation when return to tank is not allowed. In
this condition all the heat from the engine and IDG oil systems is absorbed by
the burned fuel.
If however, the fuel flow is too low to provide adequate cooling the engine oil
will be pre − cooled in the air/oil heat exchanger, by a modulated air flow, be-
fore passing to the fuel / oil heat exchanger.
HMS MODE 5
Mode 5 is the mode which is used when system condition demand operation is
as in Mode 3 but this mode is not permitted.
FMU bypass flow returned upstream of FCOC via the IDG cooler in the reverse
direction. Return to tank inhibited.
This mode is adopted if the conditions exist.
NOTE: IN CASE THE OIL TEMPERATURE CANNOT BE KEPT WITHIN
THE LIMITS THE FADEC SYSTEM WILL INCREASE THE ENGINE
SPEED ( FAIL SAFE POSITION ).
For Training Purposes Only
LP PUMP LP PUMP
OIL IN OIL IN
OIL TEMP OIL TEMP
SNSR SNSR
DIVERTER DIVERTER
VALVE VALVE
HP PUMP HP PUMP
FMU FMU
TO TO
INJECTORS INJECTORS
Type
Plate type supported at either end by stubshafts.
operated by an Electro − Hydraulic Servo Valve mechanism.
Location
Bolted to the outlet face of the air/oil heat exchanger.
Features
fire seal forms an air tight seal between the unit outlet and the cowling ori-
fices
controlled by either channel A or B of EEC
valve positioned by fuel servo pressure acting on a control piston
valve position feed back signal via LVDT to each channel of EEC
fuel servo pressure directed by the Electro − Hydraulic Servo Valve
assembly which incorporates a Torque motor
RIGHT SIDE
SCUPPER
TANK
OIL
FUEL LP BOOSTER
METERING BLEED
UNIT MASTER
ACTUATOR
BIFURCATION VARIABLE
PANEL STATOR
VANE
ACTUATOR
ACTIVE
FWD CLEARANCE
CONTROL
ACTUATOR
DRAINS
MAST LP BOOSTER
BLEED
SLAVE
ACOC ACTUATOR
AIR COOLED
HYDRAULIC OIL COOLER
IDG PUMPS ACTUATOR
For Training Purposes Only
S. ( STARTER )
OIL
TANK
SCUPPER
LEFT SIDE
NOTE : CONNECTION * ARE AT THE ACCESSORY MOUNTING PAD ONLY
PYLON DRAINS
The engine pylon is divided into 7 compartments.Various systems are routed
through these areas.
Any leckage from fluid lines is drained overboard through seperate lines in the
rear of the pylon.
For Training Purposes Only
FUEL
PYLON
DRAINS
FUEL / HYDR.
HYDR.
For Training Purposes Only
REVERSE THRUST
LATCHING LEVER
THRUST LEVER
REVERSE THRUST
LATCHING LEVER
MECHANICAL
BOX
THRUST CONTROL
UNIT
For Training Purposes Only
FMU CHANNEL A
RESOLVER 1
− FUEL
METERING
EEC RESOLVER 2
VALVE CHANNEL B
MECHANICAL
BOXES
MECHANICAL BOX(ES)
An adjustment screw
is provided at the
lower part of each
mechanical box to
adjust the artificial
feel.
RIGGING
POINT
ADJUSTMENT
SCREW
For Training Purposes Only
DETENT FORCE
ADJUSTMENT
Each resolver is dedicated to one channel of the EEC and receives its electrical
excitation from the EEC.
The EEC considers a throttle resolver angle value :
− less than −47.5 deg. TRA or
− greater than 98.8 deg. TRA as resolver position signal failure.
The EEC incorporates a resolver fault accomodation logic. This logic allows
engine operation after a failure or a complete loss of the throttle resolver posi-
tion signal.
3 COUPLED POTENTIOMETERS
ELECTRICAL
CONNECTORS
RIGGING
RESOLVER POINT
For Training Purposes Only
RIGGING
The throttle control levers must be at the idle stop position to perform the
rigging procedure.
MECHANICAL
BOX
RIG PIN
For Training Purposes Only
THRUST
CONTROL
UNIT
RIG PIN
Figure 89 Thrust Control System Rigging
FRA US/T Bu August 2001 Page: Page: 177
Lufthansa Technical Training
Engine Controls A319/A320/A321
General V2530-A5
76−00
− ( )
− ( )
− ( )
<RETURN PRINT>
For Training Purposes Only
ATA 77 INDICATING
77−00 ENGINE INDICATING PRESENTATION
Indication General MODE selector switch on on the Engine panel at the pedestal in CRANK or
The engine is equipped with sensors that monitor IGN / START position for both engine.
− temperature ,− pressure,− speed,− vibration If a failure occurs on any indication displayed, the indication is replaced by am-
ber crosses, the analog indicator and the marks on the circle disappear, the
− fuel flow
circle becomes amber.
lt also has switches that provide indication for
Only in case of certain system faults and flight phases a warning message ap-
− oil, fuel clogging. pears on the Engine Warning Display.
− thrust reverser hydraulic pressure.
Secondary Engine Display
− position (SAV, T/R, Overspeed governor, etc....
The lower display shows the secondary engine parameters listed below. The
Depending on the data transmitted, messages are generated on the following
engine page is available for display by command, manually or automatically
devices :
during engine start or in case of system fault:
− Upper ECAM : Engine Warning Display (EWD).
Total FUEL USED
− Lower ECAM :Systems Display (SD). For further info see ATA 73
− Master caution, or warning.
OIL quantity
− Audible chimes and oral warning. For further info see ATA 79
These messages are used to run the engine under normal conditions through-
OIL pressure
out the operating range, or to provide warning messages to the crew and main- For further info see ATA 79
tenance personnel. The master caution and warning are located in front of the
OIL temperature
pilot on the glance panel. For further info see ATA 79
Primary Engine Display
Starter valve positions, the starter duct pressure and during eng start up,
that operating Ignition system ( ONLY ON ENGINE START PAGE )
The primary engine parameters listed below are permanently displayed on the
Engine and Warning display ( E/WD ):
In case of high nacelle temperature a indication is provided below the en-
gine oil temp. indication.
For Training Purposes Only
Engine Pressure Ratio ( EPR )
Engine Vibration − of N1 and N2
Exhaust Gas Temperature ( EGT )
As warnings by system problems only:
N1 ( low rotor speed )
− OIL FILTER COLG
N2 ( high rotor speed )
− Fuel FILTER CLOG
FF ( fuel flow )
Some engine parameters also displayed on the CRUISE page
After 5 min of the power up test the indication is displayed in amber and figures
are crossed ( XX ). Normal indication can be achieved by using the FADEC
GRD power switches, one for each engine at the maintenace panel or by the
FF KG / H
FOB: 19.125
For Training Purposes Only
A IGN B
ONLY ON ENGINE
35 35 START PAGE
3 4 3 4
2 2
5 REV EPR
FLX 1.503 35 C
OR
1
TOGA 1. 520
OR
MCT
OR
For Training Purposes Only
CL
OR
MREV
P2/T2 SENSOR
P 4.9 SENSOR
B
PRESSURE CONTROL
MANIFOLD
PRESSURE CONTROL
MANIFOLD
For Training Purposes Only
ADAPTOR
P2/T2 SENSOR
P4.9 PRESSURE
RAKE TUBE
P2 / T2 HEATER
Aircraft Power ,which is used for the heater , is switched on and off by the
EEC, via the relay box.
The heater and the heating Circuit can be tested using the FADEC CFDS Test
menu.
NOTE: THE RELAY BOX ALSO CONTAINS THE 115V IGNITION RELAYS.
INPUT FOR
204XP-C IGNITION RELAYS
115VAC
BUS 2 11DA2 C/B
24-58-06 ANTI ICE / PROBES
P2/T2 ENG 2 1WD
122VU212 ENG/APU FIRE PNL
20VU210 26-12
4100KS 4014KS
RELAY BOX SENSOR P2/T2
446STA450 73-25 444STA390 73-25
RELAY BOX
CH B
CONNECTOR
For Training Purposes Only
RELAY BOX
CH A
CONNECTOR
P2/T2 HEATING
CONNECTOR
1 Actual EGT
Normally displayed in green.
Pulses amber up to MCT when EGT 610 C.
Pulses red when EGT 650 C.
NOTE: EGT INDEX PULSING AMBER MUST BE DISREGARDED WHEN
USING TO OR FLX THRUST.
2 Max EGT
Thicker amber mark is set at 610 C, it is the max EGT value up to
MCT thrust.
It is not displayed during:
−Engine start up, instead a amber mark is placed at 635 C
−Take Off sequence.
2
3
4
1
For Training Purposes Only
EGT PROBES
The messurement channel for the exhaust gas temperature consist of: The EEC uses the Exhaust Gas Temperature in the engine start control logic
Four probe assemblies, each comprizing 2 thermocouples. and also transmits the EGT signal to the ECAM .
− four thermocouples ( one from each probe assembly ) are used to
form an averaged signal send to the channel ” A ” of the EEC. The EGT probes are located at engine station 4.95 ( LPT exhaust case strut ),
at 9.5, 7.5, 4.5 and 2 O ’Clock.
− the remaining four thermocouples ( one from each probe
assembly ) are used to form an averaged signal, send to The thermocouples are connected, in parallel, to the junction box for each
channel ” B ” of the EEC. channel, from where two indepent signals are send to the EEC. Each signal is
an average of the four probes.
9.5 2.0
7.5 4.5
JUNCTION BOX
For Training Purposes Only
JUNCTION BOX
1 CHROMEL STUD
For Training Purposes Only
1 Actual N1
Displayed normaly in green. 6 N1 MODE switches
Pulses red if N1 exceeds 100%. ON: −Thrust control reverts from EPR mode to N1 rated mode.
Pulses amber when N1 exeeds the N1 rating limit, in N1 MODE. Following an automatic reversion to N1, rated or unrated mode,
pressing the P/B switch to confirm the mode.
2 Max permissible N1 ON, it illuminates blue
is 100 %. At 100 % a red band begins. OFF: − If available, EPR mode is selected
If the RPM exeeds 100 % index and numeric value pulses red. N2 Indication
3 Red cross line The signal fore the HP rotor speed is originated from the dedicated alternator
to the EEC for use in engine control computation and to the ECAM for visual
is set at the max N1 over speed value achieved during the last leg. display on ECAM. A separate signal goes to the engine vibration monitoring
unit ( EVMU ) for use in processing engine vibration data.
4 White circle
N1 command corresponding to the thrust lever ( angle ) position 7 Actual N2
( predict N1 ) appears when in rated N1 mode. Digital indication normally green.
N1 rated MODE can activated automaticly or by switching the N1 MODE It is overbrightness and grey boxed during engine start sequence up to
switch at the overhead panel ( close to the ENG MAN START switches ). 43 % ( starter cut out ).
Both engine must be in the same MODE, rated or unrated. Turns red if N2 exceeds 100 % and a red ” X ” appears. The red ” X ” will
For Training Purposes Only
Not displayed in unrated N1 MODE. disappear through corresponding DMC’s − MCDU action or by the next
Auto thrust is not active in rated N1 mode . T/O.
General: A failure title will be displayed on E / WD in the MEMO display. General: A failure title will be displayed on E / WD on the MEMO display.
5 CHECK If a failure occurs on any indication displayed, the analog indication is replaced
appears for EPR, EGT, N1 , N2 and FF, if the displayed value compared by amber crosses, the analog indicator and the marks on the circle disapear,
by the DMC’ s with the actual value from the EEC differs and the last digit the circle becomes amber.
from the value shown will be XX ed.
EPR N 1 MODE
XX XX MCT 95.8
5 4
2
1
3
C
H
E
C
K
For Training Purposes Only
7 X
ATA 31 INDICATING
MAX POINTER RESET ( N1, N2 & EGT ) Read−out/Reset of the Engine Red Line Exceedances
The DMC connected to the upper ECAM DU monitors primary parameter
Monitoring of the relevant display of the engine parameters indications of both engines.
N1 , N2, EGT, and FF indications of both engines are monitored internally and Should an exceedance occur, the DMC memorizes in its BITE memory the
externally .The DMC compares the N1 signal received from the EEC 1 with the maximum value reached during the Last Flight Leg
feedback signal which reflects the displayed position of the N1 needle − The values of the N1, N2, EGT red lines and transitory overlimit values are
In order to grant dissimilarity with the engine 2 monitoring process the DMC stored in 2 independent tables, one per engine.
compares the N1 signal from the EEC 2 with the feedback signal representing Read out of this engine parameter exceedance can be performed via the DMC
the N1 digital value. MCDU menu.With the function engines the parameters can be selected either
The same applies to the EGT parameters indications, but with the displayed for engine 1 or 2.
position of the engine 2 EGT needle and the engine 1 EGT digital feedback
value. NOTE: A RESET OF THE RED LINE LIMITS HAVE TO BE PERFORMED
ON ALL 3 DMCS.
As for the N2 and FF parameters, the DMC compares the direct signal from the
EEC with the displayed digital value. N1 RED LINE Exceedance
In case of detected discrepancy, a CHECK amber message is displayed just The N1 red line is represented by an arc shaped red ribbon situated at the end
below the relevant parameter indication . of the scale.
In addition the FWC,s perform an external monitoring between the feedback If the N1 actual value exceeds the N1 red line (even for a short period of time),
signals (that correspond to the displayed values and the signets that are di- a small red line appears across the N1 scale and then stays at the maximum
rectly received by the FWC’s from the EEC‘s value which has been reached.
Should a descrepancy occur, for one or more parameters, a CHECK amber This indicates a N1 exceedance condition.Should this condition occur, the
message is displayed under the relevant indication small red line disappears only after a new take−off or after a maintenance ac-
The FWC’s generate a caution tion through the MCDU DMC reset.
− single chime N2 RED LINE Exceedance
− master caution Light The N2 indications are displayed in digital form only. 100% N2 correspond to
− message on the upper ECAM DU : ENG 1 (2) N1(N2/EGT/FF) DISCREP- 14460 RPM.Should N2 actual exceeds the N2 red line value,a red cross ap-
For Training Purposes Only
ANCY pears next to the digital indication. This red cross disappears only after a new
take off or a DMC reset.
Max pointer Reset ( N1, N2 & EGT )
The Max pointers for N1, N2 and EGT can be reset using the CFDS menu EGT RED LINE Exceedance
INSTRUMENTS. The menu for the EIS 1,2,3,( DMC 1,2,3 ) must be selectet. The EGT indications are provided in the same form as for the N1
The memory cells which store the possible exceedance are reset either by indications.The same applies to changes in color and EGT exceeding
pressing the GENERAL RESET line key or automatically at the next take off. indications.However it has to be noticed that the amber linie (EGT MAX) is vari-
able.635 deg. C at engine start and 610 deg. C afterwards.Red line Limit is 650
deg.C.
Two of them are used to provide EEC channels ” A ” and ” B ” with N1 ro−
tational speed signal.
One sensor acts as a spare fore either EEC channel ( it can be activated by
changeover connectors at the junction box ).
This sensor cannot be used in place of the N1 sensor dedicated to the En−
gine Vibration Monitoring Unit with N1 analog signals ( trim balance sen−
sor ), see below.
One sensor provides the Engine Vibration Monitoring Unit with N1 analog
signals ( trim balance sensor ).
The N1 electrical harness tube goes through the inner strut of the no. 3 strut
of the intermediate structure and to the terminal block.
The electrical leads from each sensor goes through the N1 tube and is con-
nected to the terminal block.
For the fan speed sensors, one turn on the LP shaft causes 60 teeth on the
phonic wheel to pass its sensor.
For the trimbalance sensor, one slot in the phonic wheel passes the sensor
one time for one turn.
The EEC speed sensors have two pole pieces compared to the trimbalance
sensor who has only one pole piece.
Task 77−11−00−860−010
If the fan speed sensor No. 1 is unserviceable, disconnect the harness
leads No. 1 and No. 2 from their terminals No 1 and No 2.
Reconnect the harness lead No 1 to the terminal No. 3 and the harness
lead No. 2 to the terminal No. 4 of the spare speed sensor.
If the fan speed sensor No 3 is unserviceable, disconnect the harness leads
No. 5 and No. 6 from their terminals No. 5 and No. 6 and reconnect the har-
ness leads to the spare speed sensor as described above.
TERMINAL
BLOCK
TWO POL PIECES
TERMINAL
NO. 4
(SPARE)
ONE POL PIECE
THREE FAN SPEED SENSORS
For Training Purposes Only
Figure 100 Fan Speed & Trim Balance Sensor,N1 Terminal Block
FRA US/T Bu August 2001 Page: 199
Lufthansa Technical Training
ENGINE INDICATING A319/A320A321
GENERAL IAE V2530−A5
77−00
Description
The unit is designed for maximum reliability by the elimination of splines, bear-
ings or similar parts which can deteriorate or fail.
The rotor is mounted directly on the gearbox output shaft and the stator is
bolted to the gearbox housing.
The alternator provides two identical and independent power outputs, one
for each channel of the EEC.
It comprises two stators (one power and one speed) and a rotor.
Is driven from the main accessory gearbox
Consists of a magnetic rotor running in a stator. the stator has four inde-
pending windings, two of which provide three phase frequency AC electric
power to respectively channel ” A ” and ” B ”.
The third winding provides a single phase AC analog signal propotional to
N2 for the Engine Vibration Monitoring System.
The forth winging provides a dedicated N2 signal to Channel ”A ” of the
EEC.
The N2 windings gives an analog signal through the cockpit for ECAM
indication.
The stator and rotor are sealed from the gearbox by a shaft seal. If a shaft seal
failure occurs and the alternator fills with engine oil, the alternator will continue
For Training Purposes Only
to function normally.
To maintain the temperature of the dedicated alternator at an acceptable level
the alternator incorporate an integral cooling air manifold using fan air.
A P12,5 AIR
A
For Training Purposes Only
VIBRATION INDICATION
An engine vibration monitoring unit monitors the N1 and N2 levels of both
engines.
General
The engine vibration measurement system comprises :
− one transducer on each engine with 2 piezoelectric accelerometers .
− an Engine Vibration Monitoring Unit
− two vibration indications N1 and N2.
Interfaces
The EVMU interfaces with the ECAM and the CFDS
CFDS interfaces: Maintenance fault messages.
The N1 and N2 vibrations of the left and right engines are displayed on the en-
gine and cruise pages.
VIBRATION indications:
THE VIBRATION INDICATIONS
OF THE LP AND HP ROTORS ARE
DISPLAYED IN GREEN.
0.8 0.8
PULSING
ADVISORY VIB N1
ABOVE 5 0.8 0.9
PULSING VIB N2 1.2 1.2
ADVISORY 140 160
ABOVE 5 1.2 1.3
80 80
Powersupply
115V AC
DMU AIDS
VIB SENSOR A
SDAC1
For Training Purposes Only
VIB SENSOR B
SDAC2
CFDIU
DED: GEN
It also receives digital input from CFDS through ARINC 429 data bus. and other reference parameters.
The EVMU sends signals through the digital ARINC 429 data bus to :
− SDAC1 and 2 for cockpit indication
− the CFDIU
− the DMU
− and printer (if installed) for maintenance purposes.
COMPONENTS
The vibration transducer including two indipendent channels is installed on the
fan case at the top left side of the engine.
The EVMU is located in the Avionics compartment 86VU.
For Training Purposes Only
ELECTRICAL HARNESS
VIBRATION TRANSDUCER
For Training Purposes Only
VIBRATION SENSOR
FAN CASE
LRU identification
The EVMU sends the EVM unit part number
Test
The test item allows initiation of a complete check of the EVM system.
If no failure has been detected, the message ”TEST OK” is displayed.
If any failure has been detected the failed LRU is displayed.
For Training Purposes Only
OR
77-32-16
TEST IN PROGRESS SELF-TEST O.K.
ENG1 ACCLRM 4004EV (A)
For Training Purposes Only
EVMU EVMU
ENGINE UNBALANCE
<ACCELEROMETER RECONFIGURATION
EVMU EVMU
BALANCING LEFT BALANCING LEFT
< ACC.A START ACC.B > < ACC.A START ACC.B >
00 / 00 N1/N2% 00 / 00 20 / 59 N1/N2% 20 / 59
For Training Purposes Only
< ACC.A * STOP ACC.B > < ACC.A STOP * ACC.B >
/PB
IDG
For Training Purposes Only
TOIL
GEN
VIBRATION ISOLATOR
MOUNTS HANDLE
DATA ENTRY
PLUG
EEC
*MARKING AERA
For Training Purposes Only
BOTTOM FACE
Powering N2 >10%
As soon as engine is running above 10% N2, the EEC generator can supply
directly the EEC.
The EEC generator supplies each channel with three−phase AC. Two TRU’s in
For Training Purposes Only
NORM
EEC
TRU/ 28V
EEC
For Training Purposes Only
B
202 PP (DC BUS 2 )
FOR ENGINE 2
301 PP (BAT BUS)
FOR ENGINE 1
49VU
For Training Purposes Only
2450000HMQ0
121VU
2450000UMR0
P2/T2
N1
EEC
T4.9
P3 / T3 P4.9 (P5)
T4.9
P2.5
T2.5
For Training Purposes Only
T4.9
P4.9 (P5) N2
P4.9 (P5)
P3/T3 SENSOR
The P3/T3 sensor monitors the pressure and temperature at the exit of the HP
compressor.
The combined sensor houses two thermocouples and one pressure inlet port.
Each thermocouple provides an independant electrical signal, proportional to
temperature, to one channel of the Electronic Engine Control (EEC).
PURPOSE:
The purpose of the P3/T3 sensor is to provide performance data to the EEC for
starting and during transient and steady state operation of the engine.
P3/T3
For Training Purposes Only
PRESSURE
PORT
CHROMEL
ALUMEL
For Training Purposes Only
P12.5 OFFTAKE
For Training Purposes Only
FADEC DESCRIPTION
General Fuel Metering Unit ( FMU )
The Full Authority Digital Engine Control system consists of an Electronic En- In the FMU, three torque motors are activated by the EEC .These provide the
gine Control plus a Fuel Metering Unit,sensors and peripheral components. correct fuel flow , overspeed protection and Engine Shut Down.
In case of an overspeed, an incorporated valve reduces the fuel flow .
Electronic Engine Control The fuel Pressure Raising Shut Off Valve is controlled by the EEC through the
FMU , but it is closed directly from the corresponding ENG MASTER lever
The EEC consists of two channels (A and B) with crosstalk.Each channel can
when set to OFF.
control the various components of the engine systems.
They are permanently operational. one channel is in command while the other NOTE: THE FUNCTIONS OF THE FADEC ARE ALSO RESET WHEN THE
is in standby . In case of failure of the operational channel, the system auto- ENG MASTER LEVER IS SET TO OFF.
matically switches to the other one.
Compressor Airflow and Turbine Clearance Control
NOTE: THE CHANNEL SELECTION STRATEGY IS BASED ON CHANNEL The EEC controls the compressor airflow and the turbine clearance through
HEALTH CRITERIA .THE COMMAND CHANNEL ALTERNATES separated sub systems.
EACH ENGINE START .
It also monitors the engine oil cooling through an air/oil heat exchanger servo
Interfaces valve.
The EEC receives air data parameters from the Air Data Inertional Reference Compressor airflow control :
System ( ADIRS ), and operational commands from the Engine Interface Unit
Booster Stage Bleed Valves ( BSBV ).
( EIU ) .
Variable Stator Vanes ( VSV ).
It also provides the data outputs nescessary for the Flight Management and
7th and 10th stage handling bleed valves.
Guidance Computers ( FMGCs ), and the fault message to the EIU for aircraft
Turbine clearance control :
maintenance data system.
HP and LP Turbine Active Clearance Control ( ACC ) valves.
Each EEC channel directly receives the Thrust Lever Angle (TLA ) .
The EEC transmits the thrust parameters and TLA to the FMGCs for the auto-
10th stage make−up air valve.(If Installed)
thrust function. Engine oil cooling :
Air Cooled Oil Cooler ( ACOC )servo valve .
Sensors
For Training Purposes Only
/PB
IDG
For Training Purposes Only
TOIL
GEN
/PB
IDG
For Training Purposes Only
TOIL
GEN
The EEC uses indentical software in each of the two channels. Each chan- Dual Input Signal Failure
nel has its own power supply , processor, programme memory and input/ If dual input signal failure occurs , the system runs on synthetized values of the
output functions. The mode of operation and the selection of the channel in healthiest channel.
control is decided by the availability of input signal and output controls.
The selected channel is one having the least significant failure.
Each channel normally uses its own input signals but each channel can also
use input signals from the other channel if required i. e. if it recognises faulty Single Output Signal Failure
or suspect , inputs. If an output failure occurs, there is an automatic switchover to the standby ac-
tive channel.
An output fault in one channel will cause switchover to control from the
other channel. T/S ACTION:
One Channel - most likely LRU failure.
In the event of faults in both channels a pre−determined hierarchy decides
whitch channel is more capable of control and utilises that channel.
Complete output Signal Failure
In the event of loss of both channels, or loss of electrical power, the sys- In case of complete output failure there will be no current flow through torque
tems are designed to go to their failsafe positions. motors or solenoids. The associated component will be the ” FAIL−SAFE ”
position.
NOTE: IF THE EEC POWER SUPPLY IS LOST, THE COMPONENTS WILL
GO INTO”FAILE−SAFE” POSITION.
For Training Purposes Only
TM
For Training Purposes Only
TM
For Training Purposes Only
This mode is entered any time the conditions for autothrust or memo modes positions.
are not present. In this mode, thrust lever sets an EPR value proportional to
NOTE: AUTOTHRUST IS ONLY ACTIVE IN EPR MODE. IN RATED & UN-
the thrust lever position up to maximum take−off thrust.
RATED N1 MODE AUTOTHRUST IS LOST.
Flexible take−off rating
FLEXIBLE TAKE−OFF rating is set by the assumed temperature method with
the possibility to insert an assumed temperature value higher than the maxi-
mum one certified for engine operation . ( 30 deg C.)
AUTOTHRUST DISC.PB
FMGC EEC
For Training Purposes Only
FUEL FLOW
EPR COMMAND
Manual Mode
The thrust is controlled manually (i.e., function of TLA position) if the throttles
are not in the ATHR area.
This mode is also entered any time the conditions for autothrust or memo
modes are not present. In this mode, thrust lever sets an N1 value proportional
to the thrust lever position up to maximum take−off thrust.
TLA versus rated thrust is consistent regardless of ambient conditions.
TAKE−OFF/GO−AROUND ratings are always achieved at full forward throttle
lever position (except in Alpha−floor mode).
Other ratings (MAX CONTINUOUS, MAX CLIMB. IDLE, MAX REVERSE) are
achieved at constant throttle lever positions.FLEXIBLE TAKE−OFF for a given
derating is achieved at constant retarded throttle lever position.
mum one certified for engine operation to provide for the maximum derate al-
lowed by the certifying Authorities.
EPR
EPR RATING
EPR TARGET
EPR TARGET
EPR REQUIRED
For Training Purposes Only
mode.If the fault is no longer present, the EEC will switch to the primary control The unrated N1 thrust setting requires the thrust to be set manually to an N1
mode (EPR). If the fault later reoccurs,reversion back to N1 mode (rated or speed.An overboost can occur in the unrated N1 thrust setting at the full for-
unrated) will result. ward thrust lever position.Use of unrated N1 thrust setting overboost above
normal rated thrust is not recommended and will result in reduced engine life.
The maximum N1 must therefore be determined from charts in the Flight Crew
Operating Manual ( FCOM ).
It is a non-despatchable mode and autothrust is not available when operating in
this mode.
The processing of the N1 error signal is the same as for the rated N1 error
signal.
IDLE CONTROL
Minimum idle ( 56 % - 60% N2 )
is corrected for ambient temp >30° C, then N2 will increase.
Bleed Idle
= Bleed demand.Bleed Idle command will set the fuel flow requested for
ensuring correct aircraft ECS system pressurization ,wing anti ice and en-
gine anti ice ,pressurization ( Pb-”ON” or valves not closed ) .
THRUST
LEVERS
HMS
PACK
CONT.
1/2
EEC
N1 SPEED TABLE
RPM % N1
5650 100 %
5465 96,7 %
5085 90 %
4918.5 87 %
4520 80 %
4372 77,4 %
3955 70 %
3825,5 67,7 %
3390 60 %
3279 58,0 %
2825 50 %
2732,5 48,4 %
2260 40 %
2186 38,7 %
1695 30 %
For Training Purposes Only
1639.5 29 %
1130 20 %
1093 19,3 %
9600
64,2%
9200
N2 ROTOR SPEED ( RPM / % )
61,5%
8800
58.8%
57,5%
8400
56,1%
8000
53,5%
For Training Purposes Only
7600
50,8%
−80 −60 −40 −20 0 +10 +15 +20 +30 +40 +50
FADEC A FAULT
<TROUBLESHOOTING REPORT
<GROUND SCANNING
<RETURN
For Training Purposes Only
NEXT
PAGE
If failed in one channel: There is no channel changeover for input signal failure, as long as the Cross
Channel Data Link is operativ.
EEC switches to the other channel
(the ability to switch is based on relative helth of the other channel) NOTE: FAULTS ARE NOT LATCHED. THUS AUTOMATIC RECOVERY IS
If failed in both channels: POSSIBLE.
specific output is depowered
(exception - solenoids are depowered in groups)
T/S ACTION:
Most likley a loose connector or chaffed harness next LRU and finally EEC.
TROUBLE SHOOTING
<FLIGHT DATA
<GROUND DATA
<AIRCRAFT DATA
<EEC CONFIGURATION
<RETURN
<RETURN
T5 Temperature
RPM: N1 = 5326 N2 = 14392 T2 Temperature ( Eng. Inlet )
( T4.9 EGT )
Cold Junction Temperature DEG C: T5 = 554.0 T2 = 26.0 Flight Phase
( Actual Temp. in EEC )
TCJC = 42.0 FLTPH = 3
Air Pressure on Eng. Station 3 Total Air Pressure ( Eng. Station 2 )
( PB = Burner Pressure )
PSIA: PB = 458.5 P2 = 14.62
Mach Number EEC Operating Hours
MN = .117 HOURS = 571.0
For Training Purposes Only
NOTE: THE ABBREVIATIONS USED IN THE GROUND DATA ARE THE SAME.
Weight on Wheels
1 = Yes ( Ground )
0 = NO ( Flight ) WOW = 1
For Training Purposes Only
NOTE: THE ABBREVIATIONS USED IN THE GROUND DATA ARE THE SAME.
menu mode.
6. Input / Internal Test No Run − Indicates that the local cannel was not
capable of powering its outputs or that the EEC has not spent the minimum
of 30 seconds in normal mode.
SYSTEM TEST
<LAST LEG REPORT
<TROUBLESHOOTING REPORT
<REVERSER TEST
<RETURN
<RETURN
<TROUBLESHOOTING REPORT
<GROUND SCANNING
<RETURN
CLASS 3 FAULT
For Training Purposes Only
<TROUBLESHOOTING REPORT
<GROUND SCANNING
<RETURN
For Training Purposes Only
Two EIUs are fitted on each aircraft, one for engine 1, one for engine 2
Each EIU, located in the electronics bay 80VU, is an interface concentrator
between the airframe and the corresponding FADEC located on the engine,
thus reducing the number of wires. EIUs are active at least from engine starting
to engine shutdown, they are essential to start the engine.
80VU
The main functions of the EIU are:
− to concentrate data from cockpit panels and different electronic boxes to
the associated FADEC on each engine,
− to insure the segregation of the two engines,
− to select the airframe electrical supplies for the FADEC,
− to give to the airframe the necessary logic and information from
engine to other systems (APU, ECS, Bleed Air, Maintenance).
them with other aircraft computers and with engine cockpit panels.
To CIDS (23−73 )
To DFDRS INTCON Monitoring (31−33)
To CVR power Supply (23−71 )
To Avionics Equipment Ventilation (21−26 )
To WHC (30−42 )
To PHC ( 30−31 )
To FCDC (27−95)
To Blue Main Hydraulik PWR( 29−12)
To Green Main HYD PWR RSVR Indicating (29−11)
To Yellow Main HYD PWR RSVR Indicating (29−13 )
To Blue Main HYD PWR RSVR Warning / Indicating
For Training Purposes Only
EIU INTERFACES
SIGNALS PURPOSE
WING ANTI-ICE SWITCH ENGINE BLEED COMPUTATION LOCIG
ENGINE FIRE P/B SIGNAL FADEC ENGINE SHUTDOWN LOGIC
LOW OIL PRESSURE SWITCH (AND GROUND) -COCKPIT WARNING SIGNALS
-HYDRAULIC MONITORING
-WINDOW AND PROBE HEATING SYSTEM
-AVIONIC VENTILATION SYSTEM
-RAIN REPELLENT SYSTEM
-CIDS,CVR,DFDR
FADEC GROUND POWER P/B FADEC POWER SUPPLY LOGIC
LGCIU 1 AND 2 (GROUND SIGNAL) THRUST REVERSER AND IDLE LOGIG
SFCC 1 AND 2 ENGINE FLIGHT IDLE COMPUTATION LOGIC
SEC 1 ,2 AND 3 THRUST REVERSER INHIBITION CONTROL
FLSCU 1 AND 2 HEAT MANAGEMENT SYSTEM FUEL RETURN VALVE
CONTROL
ENGINE SELECTED ENGINE 1 OR 2 INDENTIFICATION
OIL PRESSURE,OIL QUANTITY AND OIL TEMPERATURE INDICATION ECAM
NACELLE TEMPERATURE INDICATING (ECAM)
START VALVE POSITION (FROM EEC) ECS FOR AUTOMATIC PACK VALVE CLOSURE, DURING
For Training Purposes Only
ENGINE START
N2 GREATER THAN MINIMUM IDLE (FROM EEC) FUNCTIONAL TEST INHIBITION OF THE RADIO ALTIME-
TER TRANSCEIVER
-BLUE HYDRAULIC SYSTEM PUMP CONTROL
ENGINE START FAULT SIGNAL ILLUMINATION OF FAULT LIGHT ON THE ENGINE START
PANEL
APU BOOST DEMAND SIGNAL (EIU) MAIN ENGINE START MODE TO THE APU ELECTRONIC
CONTROL BOX
TLA IN TAKE-OFF POSITION (MIN. T/O N2, FROM EEC) PACK CONTROLLER FOR INLET FLAP CLOSURE
-AVIONIC EQUIPMENT VENTILATION CONTROLLER
( CLOSED CIRCUIT CONFIGURATION )
-CABIN PRESSURIZATION COMPUTER PRE-PRESSUR-
IZATION MODE
THRUST REVERSER (FROM SEC 1,2 AND 3 ) THRUST REVERSER INHIBITION RELAY
For Training Purposes Only
LRU INDENTIFICATION
Shows the EIU part number.
For Training Purposes Only
GROUND SCANNING
This Page gives the EIU Faillures still presend on Ground.
RTOK means Re - Test Ok, you can ignore this Fault
For Training Purposes Only
APU BST1
APU BST2
For Training Purposes Only
Push the line key adjacent to N2 . N2 > IDLE DISCRETE OUTPUT becomes
”1”> IDLE
The electric pump of the blue hydraulic system start and the blue hydraulic sys-
tem is pressurized (approximately 3000PSI)
APU BST1
APU BST2
For Training Purposes Only
LOCATIONS LOCATIONS
VSV
HPC
BLEED VALVE (3x)
HP Turbine Active FAN AIR
Clearance LPC BLEED
HPC BLEED VALVE (1x)
OPERATING SCHEDULE
TURBINE COOLING CONTROL
The graph shown below shows control valve position, and actuator position
The EEC controls the actuation of an Active Clearance Control ( ACC ) valve related to operation points A to E.
for the HP and Lp turbine active clearance control and a 10th stage make-up
air valve for supplementary internal cooling of the turbines. Engine Stopped
With the engine stopped, the position of the actuator piston is point A. At this
HPT/LPT Active Clearance Control ( HPT/LPT ACC )
point :
The active clearance control ( ACC ) system ensures the blade tip clearances
The control valve for the HP turbine ACC is closed.
of the turbines for better performance.
The HPT / LPT ACC valve modulates fan air flow to the HP and LP turbine
The control valve for the LP turbine ACC is not less than 44 per cent
cases. opened.
The EEC controls the valve position as a function of thrust level and altitude.
The LVDT’s transmit the valve position to the EEC.
Engine operation
HP Turbine ( 10th Stage ) Cooling Air Control (if installed) During engine operation, the EEC controls the position of the actuator piston
The HP turbine cooling air valve ( make up air valve ) supplies supplemental between point B and point E.
air ( from HPcompressor 10th stage ) to cool the 2nd stage vanes, hubs and
Take − off
discs of the HP .
The valve operates as a function of high rotor speed and altitude and During take − off, the position of the actuator piston is at point C.
incorporates a 2 − position switch to provide a feedback signal to the EEC At this point :
( channels A and B ). During cruise the valve is closed.
The control valve for the HP turbine ACC is closed.
The control valve for the LP turbine ACC is not less than 70 per cent
opened.
NOTE: THE ACTUATOR POSITION BETWEEN POINT C AND POINT E
DEPENDS ON ALTITUDE.
Fail Safe
When there is no torque motor current or no fuel servo pressure, the ac-
tuator piston moves to point A. LP valve will be partially open ( -44 deg )
For Training Purposes Only
10TH STAGE
MAKE UP AIR
VALVE
F/B
HPT AND LPT
TO
COOLING
No 4 BEARING
MANIFOLDS
SCAVENCE VLV
EEC
HPT / LPT
ACC
ACTUATOR
MECHANICAL
LINKAGE MAKE UP SOL
P3 CONTR VLV
HPT
FAN AIR
LPT LP PRESS
RETURN
For Training Purposes Only
ACC VALVE
FMU
SERVO
PRESS
LP Turbine Manifold
The assembly consists of a upper and lower tube assemblies with integral
For Training Purposes Only
LP COOLING
VANE STEM
HP VALVE VANE
REMOVABLE PLUGS
LP
VALVE
PLUGS
STORAGE
BRACKET
For Training Purposes Only
HP VALVE
HP COOLING
For Training Purposes Only
LP COOLING
COMPRESSOR CONTROL
General
The booster stage bleed valve, the variable stator vane and HP compres-
sor bleed valves systems are controlled by the EEC. The booster stage bleed
valve controls the LP compressor airflow. The variable stator vane and the 7th
and 10th stage bleed valves control the HP compressor airflow.
Booster Stage Bleed Valve ( BSBV ) Control
The BSBV position is controlled by the EEC. The EEC uses the BSBV feed-
back signal from the LVDT to adjust the actual BSBV position.
At low LP spool speeds the booster provides more air than the core engine can
utilize. To match the booster discharge airflow to the core engine requirements
at low speed, excess air is bled off through booster stage bleed valves
( BSBV ) into the fan discharge air stream. At higher engine speeds the BSBV
are closed so that all the booster discharge ( primary air flow ) enters the core
engine.
Variable Stator Vane ( VSV ) Control
The VSV position is controlled by the EEC
The EEC uses the VSV feedback signal from the LVDT‘s to adjust the actual
VSV position.
The VSV system maintains a satisfactory compressor performance over a wide
range of operating conditions. The system varies the angle of the inlet guide
vanes and stator vanes to aerodynamically match the low pressure stages of
compression with the high pressure stages. This variation of vane position
changes the effective angle at which the air flows across the compres-
sor blades and vanes. The VSV angle determines the compression characteris-
tics ( direction and velocity ) for any particular stage at compression.
For Training Purposes Only
SLAVE
10TH
7TH
3X
MASTER
3X
For Training Purposes Only
EEC.
LVDT
For Training Purposes Only
EEC
ACTUATOR
For Training Purposes Only
RIG HOLES
VSV RIGGING
Variable Stator Vane System ( VSVS )
Actuator Installation / Rigging
Before the actuator is removed it is important that the VSV crankshaft
assembly is locked in order to prevent damage to the stator vanes.
Rig pins are provided to lock the crankshaft and the actuator, as shown below.
After the fuel supply and return tubes have been disconnected the crankshaft
should be rotated to align the rig pin holes in the input lever and the front
bearing housing.
Spanner ( Wrench ) flats are provided on the crankshaft for this purpose.
Installing the rig pin locks the crankshaft assembly with the actuator and vanes
in the high speed position ( actuator fully retracted ).
For Training Purposes Only
L/H
R/H
For Training Purposes Only
7A
C
C
D
L
For Training Purposes Only
Note : The transient regime is slightly modified for operation above 15000 ft
but operates in the same way. SURGE & 10667 10667
Surge / Reverse REVERSE ( OPEN BELOW )
If the engine is operating in reverse thrust operation is the same as Transient IDLE 57%=8800 RPM MAX. TO 100% =14950 RPM
but different speeds apply. In the event of an engine surge the valve will be
commanded open, if the speed is below the open speed, and will remain open Handling bleed valves ( surge bleed )
until the engine restabilises.
The bleed valves and the solenoid control valves all operate in the same man-
During an engine deceleration the reverse operation occurs and the bleed ner.
valve opens. FAIL SAFE POSITION : ” 7th and 10th OPEN ”.
7A 7C 7B
10
7A BLEED VALVE
SEAL
P3 PRESS CONNECTION
SILENCER
For Training Purposes Only
COSTOMER BLEED
P3 PRESS CONNECTION
7C BLEED VALVE
STAGE 10 BLEED VALVE
7B (LOWER) BLEED VALVE
NACELLE VENTILATION
Ventilation is provided for the fan compartment Zone 1, and the core compart-
ment Zone 2 to :
prevent accessory and component overheating
prevent the accumulation of flammable vapours.
Zone 1 Ventilation
Ram air enters the zone through an inlet located on the upper L.H. side of the
air intake cowl.The air circulates through the fan compartment and exits at the
exhaust located an the bottom rear centre line of the fan cowl doors.
Zone 2 Ventilation
The ventilation of Zone 2 is provided by air exhausting from the active clear-
ance control ( A.C.C. ) system around the turbine area.The air circulates
through the core compartment and exits through the lower bifurcation of the
” C ” ducts.
0.8 0.8
1.2 1.2
300 300
LOWER ECAM
NACELLE TEMPERATURE
SENSOR
EIU
FWC2
ATA 74 IGNITION
74-00 IGNITION SYSTEM PRESENTATION IGNITION SYSTEM COMPONENTS
General The system comprises:
one ignition relay box
System Operation
two ignition exiter units
Dual ignition is automatically selected for:
two igniter plugs - located in the combustion system adjacent to No‘s 7&8
− all inflight starts
fuel spray nozzles.
− manual start attempts
two air cooled H.T. ignition connector leads (cooling is provided by fan air).
− continuous ignition
Single alternate ignition is selected for ground auto starts. Ignition relay box
The ignition sytem utilises 115V AC supplied from the AC 115V normal and
System Test standby bus bars to the relay box.
The system can be checked on the ground, with the engine shutdown, through The 115V relays which are used to connect / isolate the supplies are located in
the CFDS maintenance menu. the relay box and are controlled by signals from the EEC.
NOTE: THE SAME RELAY BOX ALSO HOUSES THE RELAYS WHICH
CONTROL THE 115V AC SUPPLIES FOR P2/T2 PROBE HEATING.
NOTE: ACCORDING TO M.E.L. THE IGNITION SYSTEM „ A“ IS RE-
QUIRED AS MINIMUM!
For Training Purposes Only
CH A
CONNECTOR
P2/T2 HEATING
IGNITION EXCITER 1 (A) CONNECTOR
IGN A IGN B
CONNECTOR
IGNITOR PLUG
COOLING JACKET
121VU
EEC
For Training Purposes Only
MASTER 1
ON ENG
1
OFF
For Training Purposes Only
CONTINIUOUE
I NEXT PAGE
IGNITOR TEST
Operational Test of the Ignition System with CFDS
MASTER 1
ON ENG
1
OFF
For Training Purposes Only
CONTINIUOUE
I NEXT PAGE
IGNITOR TEST
Operational Test of the Ignition System with CFDS
4. MASTER LEVER− ON
115VU
ON ENG
1
OFF
NORM
For Training Purposes Only
ATA 80 STARTING
GENERAL
Starting Schematic NOTE: NO START ABORT BY THE FADEC IN CASE OF FAILURE.
The starting system of the engine utilizes pressurized air to drive a turbine at
high speed. This turbine drives the engine high pressure rotor through a reduc-
tion gear and the engine accessory drive system.
The air which is necessary to drive the starter comes from :
− either the APU
− or the second engine
− or a ground power unit.
The starter supply is controlled by a starter shut−off valve (SOV)
pneumatically operated and electrically controlled. In case of failure, the SOV
can be operated by hand.
The starter valve closes when the N2 speed reaches 43 %.
The starter centrifugal clutch disengages when N2 speed is higher than 43%.
Engine starting is controlled from the ENG start panel 115VU located on center
pedestal and ENG/MAN START switch on the overhead panel.
The starting sequence may be interrupted at any time by placing the MASTER
control lever in OFF position which overrides the FADEC. When the MASTER
control lever is in OFF position the HP fuel shut off valve is closed and the
engine is stopped.
Two procedures are applicable for engine starting :
A. Normal Starting Procedure (automatic)
The starting sequence is fully controlled by the FADEC and is selected
when the ENG/MODE/CRANK/NORM/IGN START selector switch is in
For Training Purposes Only
STARTING COMPONENTS
Starter Motor Starter Air Control Valve
The pneumatic starter motor is mounted on the forward face of the external The starter air control valve is a pneumatically operated, electrically controlled
gearbox and provides the drive to rotate the H.P. compressor to a speed at shut−off valve positioned on the lower right hand side of the L.P. compressor
which light up can occur. (fan) case.
Attachment to the gearbox is done by a V−clamp adaptor. The start valve controls the air flow from the starter air duct to the starter mo-
The starter motor is connected by ducting to the aircraft pneumatic system. tor.The start valve basically comprises a butterfly type valve housed in a cylin-
drical valve body with in−line flanged end connectors, an actuator, a solenoid
The starter motor gears and bearings are lubricated by an integral lubrication
valve and a pressure controller.
system.
A micro switch provides valve position feed back information to the FADEC.
Servicing features include:−
oil level sight glass
oil fill plug
oil drain plug with magnetic chip detector
transmit drive to the external gearbox, which in turn accelerates the engine
H.P. compressor rotor assembly.
When the air supply to the starter is cut off, the pawls overrun the gear train
hub ratchet teeth allowing the turbine to coast to a stop while the engine H.P.
turbine compressor assembly and, therefore, the external gearbox and starter
output drive shaft continue to rotate. When the starter output drive shaft rota-
tional speed increases above a predetermined r.p.m., centrifugal force over-
comes the tension of the clutch leaf springs, allowing the pawls to be pulled
clear of the gear hub ratchet teeth to disengage the output drive shaft from the
turbine.
STARTER VALVE
GEARBOX
STARTER DUCT
STARTER
FILL PLUG
For Training Purposes Only
SIGHT GLASS
Manual Operation
The starter air valve can be opened/ closed manually using a 0.375 inch
square drive. Acces is through a panel in the R. H. fan cowl. A valve position
indicator is provided on the valve body.
A micro switch provides valve position feed back information to the FADEC.
STARTER VALVE
FILTER
MANUAL OVERRIDE
A
CL
OP
For Training Purposes Only
STARTER VALVE
STARTER VALVE
Manual Operation
The starter air valve can be opened/ closed manually using a 0.375 inch
square drive. Acces is through a panel in the R. H. fan cowl. A valve position
indicator is provided on the valve body.
A micro switch provides valve position feed back information to the FADEC.
STARTER VALVE
FILTER
MANUAL OVERRIDE
A
CL
OP
For Training Purposes Only
STARTER VALVE
STARTER VALVE
/FMU TEST
NOTE:RETURN NO FAULTS
RETURN FAULT DETECTED
OR
For Training Purposes Only
/FMU TEST
For Training Purposes Only
CRANKING−DESCRIPTION
Air Supply
The air necessary for the starting comes from the duct connecting engine
bleed and the precooler..
The air necessary for the starter is supplied by either:
the other engine through the crossbleed system
the APU and in that case, all the air bled from the APU is used for
starting
an external source able to supply a pressure between 30 and 40 psig.
it is necessary to eliminate any fuel accumulated in the combustion
chamber
a leak ckeck of engine systems is needed.
To perform this operation, the starter is engaged and the engine is motored but
the HP fuel shut off valve remains closed and both ignition systems are OFF.
An engine dry motoring can be performed for a maximum of three
consecutive cycles (2 of 2 minutes and 1 of 1 minute with a cooling
period of 15 seconds between each cycles).
After three cycles or 4 minutes of continuous cranking, stop for a
cooling period of 30 minutes.
For Training Purposes Only
WET CRANKING
Wet Cranking ( Test No 2 )
A wet motoring will be needed when the integrity of the fuel system has to
be checked.
If such a test is performed, both ignition systems are off ( also pull the circuit
breakers) and the starter is engaged to raise N2 up to the required speed of
20%.
The MASTER control switch is moved to ON and the exhaust nozzle of the
engine carefully monitored to detect any trace of fuel. On the ECAM the FF
indication shows approx. 180kg initial fuel flow.
When the MASTER control switch will be returned to the OFF position to
shut-off the fuel , also the starter valve closes . The EEC automatically
reengages the starter at 10% N2 and the engine should be motored for at
least 60 seconds to eliminate entrapped fuel or vapor.
PUT ENG MASTER SWITCH TO ‘OFF‘ FUEL FLOW INDICATION GOES TO ‘0‘
START VALVE CLOSES
NORM
Then the operator has to select the Master switch to the OFF position by
a command indicated on the ECAM page ( ”Master lever OFF ” ).
The operator then has to decide to perform a new engine start or trouble-
shoot the system.
Panel 115 VU
−Turn Mode Selector to IGNSTART ECAM ENG Start Page is displayed, the airpreessure
Position ( HP−Connection or APU ) must be 30−40 psi. Panel 115 VU
−Turn Mode Selector to NORM
NORM
ENG
1
NORM
Panel 115 VU
−Set the ENG−MASTER switch to ON On the ENG Start Page:
( The Pack valves also ”Close” ) − the starter valve symbole goes in line (open)
After 30 seconds:
-the A or B IGN indication comes in to view
-the FUEL FLOW indication 180KG/H comes into
ENG view
-the EGT rises (max. 20 sec. after FF).
1 NORM
For Training Purposes Only
MANUAL START
The engine manual start panel, used for manual start, is located on the over-
head panel and is composed of two manual start push button switches (one per
engine).
The manual start mode limits the authority of the EEC so that the pilot can
sequence the starter, ignition and fuel on/off manually. This includes the ability
to dry crank or wet crank.
During manual Start operation, the EEC Auto Startabort feature is not
available and conventional monitoring of the start parameters is
required.
The EEC continues to provide fault indications to the cockpit.
The manual start procedure commences when the mode selector is set to:
IGN/START,the manual start push button switch is set to ON and the master
switch is OFF.
The starter air valve is then commanded open by the EEC.
When the master switch is turned ON ( at 22% N2 ) during a manual start, both
ignitors are energized ( IGN A/B ) and fuel is turned on ( Intial FF 180 KG/H).
Intermittent mode selector position has no effect on the manual start sequence
once the manual start procedure is initiated.
The starter air valve can be closed by selecting the manual start push button
switch OFF at any time prior to turning the master switch ON.
Once the master switch is turned ON, the manual start push button switch has
no effect on the start.
When the master switch is turned OFF, the control commands the HP fuel
valve closed, the starter air valve closed and the ignitors off and the EEC is
For Training Purposes Only
resetted..
− Turn MODE Selector to IGN / START ECAM ENG START Page is displayed, the airpressure − Turn MODE Selector to NORM
Position ( HP - Connection or APU ) must be 30 - 40 psi
ENG
1
NORM NORM
Panel 122 VU
−Push the MAN START PB − the blue ON light of this PB comes on.
On the ENG Start Page :
−the starter valve symbole goes in line (open).
Panel 122 VU
(−PACK VALVES closed )
−release the MAN START PB
−N2, Oilpressure and N1 must increase
Panel 115 VU
−after 30sec (> 22% N2):
−A and B indication comes in to view
set the ENG MASTER switch to
( below IGN )
ON
−FUEL FLOW indication 180KG/H
For Training Purposes Only
ENG
1 −EGT rise (max. 20 sec. after FF )
ATA 78 EXHAUST
REVERSER SYSTEM
Introduction
Description
The thrust reverser comprises a fixed inner and a movable outer ( translating )
assembly.
The translating cowl is moved by four hydraulically operated actuators which
are pressurized by the pumps mounted on each engine..
The air is discharged through cacades.
The reverser is controlled through the FADEC system from the cockpit by a
lever hinged to the corresponding throttle control lever-
The thrust reverser system comprises:
− a hydraulic control unit (HCU)
− four actuators with internal lock for lower actuators
− three flexible shafts
− two linear variable differential transformers located on each upper
actuator
− two proximity switches located on each lower actuator
− two thrust reverser cowls comprising a fixed structure and 2 trans-
lating sleeves latched together.
For Training Purposes Only
DRAG LINK
For Training Purposes Only
levers which signal this intent to the EEC. The signal to the directional
control valve solenoid is then cancelled by the EEC and permission switch, T/R components monitored by CFDS
allowing pressure to remain only in the stow side of the actuators. The pistons The following components are monitored by the CFDS:
then move forward until stowing is complete and the lower actuator locks are
HYDRAULIC CONTROL UNIT (HCU)
engaged after which the isolation valve solenoid is de−energized and the re-
verser is locked in the forward thrust mode.
STOW SWITCH LOWER ACTUATOR R/H
STOW SWITCH - LOWER ACTUATOR L/H
LVDT -THRUST REV UPPER ACTUATOR R/H ( DEPLOY )
LVDT - THRUST REV UPPER ACTUATOR L/H ( DEPLOY )
STATIC
EIU 1/ 2 RELAY
SEC 1 MREV 70,0%
CFDIU DMC EPR
OR
SEC 2 (3 ) 1,2 1,4 1,2 1,4
1,6 1,6
1 REV 1 REV
MCDU 1,009 1,010
FWC
T/R TEST
LGCIU 1/2
T/R
POSITION
(WOW) CHANNEL A
MAIN
LANDING
GEARS1&2
T/R
POSITION
CHANNEL B
E.E.C. CHANNEL A
CHANNEL B
PRESS SW
SUPPLY
THRUST N2 >50% SOV F
HYDRAULIC HCU T/R
LEVER
For Training Purposes Only
RETURN
INHIBITION
TLA RELAY
AND
RESOLVERS
CHANNEL B DIRECT V SOL
POTENTIO− ISOLATION V SOL
METERS DIRECT V SOL
CHANNEL A
ISOLATION V SOL
Figure 183 Reverser System Schematic
FRA US/T Bu August 2001 Page: Page: 363
Lufthansa Technical Training
Exhaust A319/A320/A321
Reverser System IAE V2530-A5
78−30
STATIC
EIU 1/ 2 RELAY
SEC 1
CFDIU DMC EPR
OR
SEC 2 (3 ) 1,2 1,4 1,2 1,4
1,6 1,6
1 REV 1 REV
MCDU 1,009 1,010
FWC
T/R TEST
LGCIU 1/2
T/R
POSITION
(WOW) CHANNEL A
MAIN
LANDING
GEARS1&2
T/R
POSITION
CHANNEL B
E.E.C. CHANNEL A
CHANNEL B
PRESS SW
SUPPLY
THRUST N2 >50% SOV F
HYDRAULIC HCU T/R
LEVER
For Training Purposes Only
RETURN
INHIBITION
TLA RELAY
AND
RESOLVERS
CHANNEL B DIRECT V SOL
POTENTIO− ISOLATION V SOL
METERS DIRECT V SOL
CHANNEL A
ISOLATION V SOL
Figure 184 Reverser System Schematic
FRA US/T Bu August 2001 Page: Page: 365
Lufthansa Technical Training
Exhaust A319/A320/A321
Reverser System IAE V2530-A5
78−30
Component Location
The SOV and the filter are located under the pylon. (Ref. Fig. 001)
COMPONENT DESCRIPTION
Shut−Off Valve
The thrust reverser Shut−Off Valve (SOV) is a 3 port, two position spool valve.
It is controlled by a solenoid driven 3 port, two position normally open pilot
valve. Electrical power is supplied to the SOV through the fan electrical feeder
box.
Isolation Valve
The solenoid operated isolation valve isolates the thrust reverser actuation sys-
tems from the remaining hydraulic network on the engine. The isolation valve
solenoid is a dual coil valve solenoid connected to both channels of the EEC.
The isolationvalve is in the closed position while the thrust reverser is in the
stowed position. Upon actuation of the thrust reverser system, the isolation
valve solenoid is energized and the isolation valve is opened.
nected to both channels of the EEC. The directional control valve solenoid is
energized when the deploy command is given and provides hydraulic fluid at
hydraulic pump supply pressure to both ends of the actuators through the
directional control valve to initiate deployment of translating sleeve.
Pressure Switch
The pressure switch provides signals to the EEC to indicate when there is hy-
draulic pressure downstream of the isolation valve. The pressure switch is
closed at pressure between 798 and 1450 psi and is opened at a minimum-
pressure of 798 psi.
ISOLATION VALVE
HYDRAULIC SOLENOID VALVE
INPUT UNION
HOUSING
SPRING
BLEED VALVE
FILTER
PRESSURE
SWITCH
HYDRAULIK
OUTPUT
For Training Purposes Only
ISOLATING LEVER
S
FILTER
1 When reverse thrust is selected in the cockpit, the EEC ensures that deploy
ment is permitted.In that case, the electrical power (28VDC) is sent to the
isolation valve solenoid and to the directional valve solenoid.
2 When the isolation valve is opened and the directional control valve solenoid
is energized, hydraulic pressure (3000 psi) moves the directional control
valve to supply hydraulic pressure to the head end of the actuator to unlock
the actuators, and then extending the actuators.
3 As soon as both lock sensors indicate unlocked for more than 0.2 seconds
(indicating that translating sleeves are ”unlocked sleeves” signal is sent by
these sensors to the EEC. In the cockpit an amber REV indication is dis
played in the middle of the EPR dial or the ECAM display unit.
1 When translating sleeves stowing is selected, the EEC ensures that stowing
is permitted. In that case the EEC de−energizes the directional valve sole
noid. When one translating sleeve is less than 95 % deployed, REV indica
tion changes to amber.
2 Hydraulic pressure is supplied to the rod end of the actuator, the head is
connected to return. A flow limiter controls hydraulic actuator piston retrac
tion speed.
3 When both translating sleeves are at 0 % from their stowed position, they
set the proximity switches (lock sensor) which send the ”stowed sleeves”
information to the EEC. The REV indication disappears.
4 The actuators move until stowing is complete and the lower actuator locks
are engaged after which the isolation valve solenoid is de−energized and
the reverser is locked in the forward thrust mode position.
For Training Purposes Only
FLEXSHAFT INSTALLATION
Syncronization System
Flexible Shafts
Three flexible shafts connect the four actuators together to synchronize
the speed with which the actuators operate and the T/R sleves on each side of
the engine .
This synchronization keeps the top and bottom of the sleeve traveling at the
same rate so the sleeve will not tilt and jam. The synchronization also keeps
the two translating sleeves moving together so reverse pressure in the second-
ary air flow is equal on both sides of the engine.
The flexible shafts are installed inside the extend (deploy) hydraulic hoses. The
shaft engages a worm gear at the base of the actuator that translates the turn-
For Training Purposes Only
MANUAL DRIVE
The actuators incorporate an integral lock mechanism to hold the piston rod
when the actuator is in the fully stowed position.
The lock releases on rising hydraulic pressure when deploy is commanded via
the HCU.The lock mechanism incorporates a manual release facility and prox-
imity switch for electrical lock position feedback to the EEC.
For Training Purposes Only
The procedure is summarised below, the full procedure, warnings and cau-
tions may be found in the MM ATA 78−30.
open and tag the CB’s listed in the MM.
open the L. and R. hand fan cowls.
move the thrust reverser hydraulic control unit de−activation lever to the de−
activated position and insert the lockout pin.
disengage the locks on the two locking actuators. Insert pins to ensure locks
remain disengaged.
position the non return valve in the bypass position ( deploy only−not neces-
sary for stow operation ).
insert 3/8 inch square drive speed brace into external socket, push to en-
gage drive and rotate speed brace to extend/retract translating cowl as re-
quired.
NOTE: DO NOT EXCEED MAX. INDICATED TORQUE LOADING.
For Training Purposes Only
Description
For the test hydraulic power must be switched on depending which reverser
system will be tested.( Green ENG 1, Yellow END 2 ).
All the test steps are written on the MCDU.If the test is active the REV UN-
STOW warning appears on the engine warning display.
Movement of the throttle into the reverse idle position will deploy the rever-
ser.Returning the throttle to the FWD idle position will restow the reverser.
During the test also the REV indication in the EPR indicator must be checked.
The actual position of the T/R is also indicated on the MCDU .
After a new engine was installed different Test Tasks have to be performed:
Check of engine datas via CFDS ( ESN,EEC P/N, Engine Rating, Bump
level ) to make sure that they are the same as written on the EEC, data
entry plug and engine identification plates.
Operational Test of EEC via CFDS.
If A/C is operated in actual CAT III conditions,a Land Test must be per-
formed.
Functional check of IDG disconnect system.
Functional check of engine ice protection system.
TEST NO. 1 ( Dry motor leak check )
TEST NO. 2 ( Wet motor leak check )
TEST NO. 3 ( Idle leak check )
TEST NO. 6 ( EEC system idle test )
TEST NO. 13 ( Prestested engine replacement test )
When the anti−ice valve is open, the zone controller determines the bleed air
demand for the Full Authority Digital Engine Control (FADEC) system.
ECAM Page
If at least one of the two engine air intake anti−ice systems is selected ”ON”, a
message appears in GREEN on the ”ECAM MEMO” display.
1 2
FADEC
OPEN POSITION
CABIN ZONE SIGNAL
CONTROLLER
For Training Purposes Only
( ZONE CONT.)
( EIU )
For Training Purposes Only
ANTI−ICE DUCT
1 ANTI−ICE VALVE
2 NUT
HOLE HOLE
4 LOCK PIN
TABLE OF CONTENTS
ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . . . . 1 ATA 72−60 ACCESSORY DRIVE GEARBOX . . . . . . . . . . . . . . . . . . . . . . . 58
ANGLE AND MAIN GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
ATA 71-00 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 DRIVE SEAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
ENGINE MARK NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 ENGINE FLANGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
ENGINE MARK NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 ATA 72-00 BORESCOPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
ENGINE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 BORESCOOPING GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
ATA 71-00 ENGINE HAZARD AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 BORESCOOPE INSPECTION OF THE HP COMP. . . . . . . . . . . . . . . . 68
ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 BORESCOPE INSPECTION OF THE HP COMP. CONT. . . . . . . . . . . 70
73−20 FADEC PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
FADEC FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 71-20 ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
ENGINE CONTROL P/B’S AND SWITCHES . . . . . . . . . . . . . . . . . . . . . 14 71-20 ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
ATA 77 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 FORWARD ENGINE MOUNT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
77−00 ENGINE INDICATING PRESENTATION . . . . . . . . . . . . . . . . . . . 18 AFT ENGINE MOUNT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
ATA 72 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 ATA 71-10 NACELLE ACCESS DOORS & OPENINGS . . . . . . . . . . . . . . 76
72-00 ENGINE PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 NACELLE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
FRONT BEARING COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 ACCESS DOORS & OPENINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
NO 4 BEARING COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 FAN COWLS OPENING / CLOSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
REAR BEARING COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 FAN COWL LATCH ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
ENGINE MODULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 ATA 78-32 THRUST REVERSER COWL DOORS . . . . . . . . . . . . . . . . . . . 82
MODULE 32 INTERMEDIATE CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 T/R COWLING ( ”C-DUCT” ) OPENING / CLOSING . . . . . . . . . . . . . . 82
MODULE 31 ( FAN MODULE ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 THRUST REVERSER HALF LATCHES . . . . . . . . . . . . . . . . . . . . . . . . . 84
INLET CONE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 LATCH ACCESS PANEL & TAKE UP DEVICE . . . . . . . . . . . . . . . . . . . 86
FAN BLADE REMOVAL / INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 40 FRONT LATCH AND OPEN INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . 88
ATA 72-31-1
1 FAN BLADE REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 C - DUCT OPENING / CLOSING SYSTEM . . . . . . . . . . . . . . . . . . . . . . 90
FAN BLADE INSPECTION / REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 C - DUCT HOLD OPEN STRUTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 ATA 79 OIL 94
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 79−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 79−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
MODULE 40 HP COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 79-30 OIL INDICATING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
COMBUSTION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 ECAM OIL INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
HP TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 OIL QUANTITY INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
10 TH. STAGE MAKE UP AIR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 OIL TEMPERATURE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
COMMON NOZZLE ASSEMBLY (CNA) . . . . . . . . . . . . . . . . . . . . . . . . . 56 OIL PRESSURE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
TABLE OF CONTENTS
LOW OIL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 FUEL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
SCAV. FILT. DIFF. PRESSURE WARNING . . . . . . . . . . . . . . . . . . . . . . . 100 FUEL FILTER DIFF. PRESS. SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . 140
NO.4 BEARING WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 FUEL TEMPERATURE THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . . . 140
OIL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 FUEL DIVERTER & RETURN VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . 140
ENGINE OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 FUEL DISTRIBUTION VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
79-00 OIL SYSYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . 104 FUEL MANIFOLD AND TUBES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
OIL QUANTITY TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 FUEL NOZZLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
OIL PRESSURE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 IDG FUEL COOLED OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
AIR COOLED OIL COOLER (ACOC) . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 IDG OIL COOLER TEMP. THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . 146
ACOC OIL TEMPERATURE THERMOCOUPLE . . . . . . . . . . . . . . . . . . 108 FUEL METERING UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
FUEL COOLED OIL COOLER (FCOC) . . . . . . . . . . . . . . . . . . . . . . . . . . 110 HP & LP FUEL SOV CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
SCAVENGE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 LOW PRESSURE FUEL SHUT OFF VALVE . . . . . . . . . . . . . . . . . . . . . 152
SCAVENGE PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 ATA 73-20 HEAT MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 154
SCAVENGE OIL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114 PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
DE-OILER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 FUEL TEMP. THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
NO4 BEARING SCAVENGE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 IDG OIL COOLER TEMP. THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . 154
NO 4 BEARING PRESSURE TRANSDUCER . . . . . . . . . . . . . . . . . . . . 118 ACOC OIL TEMP. THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
NO4 BEAR. SCAV. VALVE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 120 ACOC MODULATING AIR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
NO.4 BEARING SCAVENGE VALVE INDICATING . . . . . . . . . . . . . . . . 120 FUEL DIVERTER & RETURN VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . 156
ENGINE OIL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 RETURN TO TANK MODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
OIL SYSTEM PRESSURE SENSING . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 HMS MODE 1 ( NORMAL MODE ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
LOW OIL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 HMS MODE 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
MAGNETIC CHIP DETECTORS (M.C.D.) . . . . . . . . . . . . . . . . . . . . . . . 126 NO RETURN TO TANK MODES 3 AND 5 . . . . . . . . . . . . . . . . . . . . . . . 158
MASTER MAGNETIC CHIP DETECTOR . . . . . . . . . . . . . . . . . . . . . . . . 128 HMS MODE 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
IDG OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 HMS MODE 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 132 AIR MODULATING VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
73−00 FUEL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . 132 ATA 71-70 POWER PLANT DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
73−00 FUEL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . 134 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134 PYLON DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
ATA 73−30 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 DRAIN SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 ATA 76 ENGINE CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
FUEL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138 THROTTLE CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
FUEL METERING UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138 THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
ATA 73−10 FUEL DISTRIBUTION COMPONENTS . . . . . . . . . . . . . . . . . 140 BUMP RATING PUSH BUTTON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
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ARTIFICIAL FEEL UNIT ( MECANICAL BOX ) . . . . . . . . . . . . . . . . . . . 172 AIRCRAFT INTEGRATED DATA SYSTEM . . . . . . . . . . . . . . . . . . . . . . 218
THROTTLE CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174 ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
RIGGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176 73−20 FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
AIDS ALPHA CALL UP OF TRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176 FADEC LRU‘S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
AIDS ALPHA CALL UP OF TRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178 DATA ENTRY PLUG MODIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
ATA 77 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 ELECTRONIC ENGINE CONTROL (EEC) . . . . . . . . . . . . . . . . . . . . . . . 224
77−00 ENGINE INDICATING PRESENTATION . . . . . . . . . . . . . . . . . . . 180 FADEC POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
ATA 77−10 POWER INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182 ATA 73-22 FADEC SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
EPR INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182 FADEC LRU‘S SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
EPR SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184 FADEC LRU‘S SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
P2 / T2 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184 P3/T3 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
P4.9 SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184 P12.5 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
P2 / T2 HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186 P2.5 / T2.5 SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
FADEC P2/T2 HEATER TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188 FADEC DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
ATA 77−20 TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190 FADEC DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238
EGT INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190 FADEC SYSTEM MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238
EGT PROBES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192 FAILURES AND REDUNDANCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
FAILURES AND REDUNDANCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242
ATA 77−10 POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
ENGINE LIMITS PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242
N1 AND N2 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
POWER MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
ATA 31 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196 AUTOTHRUST ACTIVATION / DEACTIVATION . . . . . . . . . . . . . . . . . . 244
MAX POINTER RESET ( N1, N2 & EGT ) . . . . . . . . . . . . . . . . . . . . . . . 196 EPR SETTING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250
ATA 77-10 POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198 RATED N1 SETTING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . 250
N1 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198 UNRATED N1 SETTING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . 250
INTERCHANGE OF N1 SPEED SENSORS . . . . . . . . . . . . . . . . . . . . . . 198 IDLE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252
DEDICATED ALTERNATOR (PMA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 N1 SPEED TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254
VIBRATION INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202 FADEC FAULT STRATEGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
ENGINE VIBRATION MONITORING UNIT (EVMU) . . . . . . . . . . . . . . . 204 COMPONENT FAIL SAFE STATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206 LOSS OF INPUTS FROM AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . 259
EVMU OPERATION (CFDS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208 ATA 73-20 FADEC TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260
CFDS SYSTEM REPORT / TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210 FADEC PREVIOUS LEGS REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260
CFDS SYSTEM REPORT /TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212 FADEC TROUBLESHOOTING REPORT . . . . . . . . . . . . . . . . . . . . . . . . 262
CFDS SYSTEM REPORT /TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214 FADEC FAILURE TYPES DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . . . 262
CFDS ACCELEROMETER RECONFIG. . . . . . . . . . . . . . . . . . . . . . . . . 216 FADEC SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
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FADEC GROUND SCANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268 BLEED VALVE LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 316
FADEC CLASS 3 FAULT REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268 HANDLING BLEED VALVE MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . 318
FADEC CLASS 3 FAULT REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270 NACELLE VENTILATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 322
ATA 73-25 ENGINE INTERFACE UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272 ATA 75-41 NACELLE TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 324
EIU PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272 NACELLE TEMPERATURE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . 324
EIU INPUT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272 ATA 74 IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 326
EIU INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274 74-00 IGNITION SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . 326
EIU INTERFACES CONT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275 IGNITION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 326
CFDS SYSTEM REPORT/TEST EIU . . . . . . . . . . . . . . . . . . . . . . . . . . . 276 IGNITION / STARTING− OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 328
LAST LEG REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278 IGNITION SYSTEM CIRCUIT BREAKERS . . . . . . . . . . . . . . . . . . . . . . 328
LRU INDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278 IGNITION SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330
GROUND SCANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280 IGNITOR TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 332
EIU CFDS DISCRETE OUTPUTS SIMULATION . . . . . . . . . . . . . . . . . 282 IGNITION SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 334
EIU CFDS DISCRETE OUTPUTS SIMULATION . . . . . . . . . . . . . . . . . 284 IGNITOR TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336
EIU DISCRETE OUTPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286 IGNITION TEST WITHOUT CFDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 338
EIU DISCRETE OUTPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 288
ATA 80 STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 340
ATA 75 ENGINE AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 340
75−00 SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290 STARTING COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 342
TURBINE COOLING CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292 STARTER AIR CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344
OPERATING SCHEDULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292 STARTER AIR CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 346
HPT / LPT ACTIVE CLEARANCE CONT. SYS. . . . . . . . . . . . . . . . . . . 294 START AIR CONTROL VALVE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . 348
HPT / LPT COOLING MANIFOLDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 294 START AIR CONTROL VALVE TEST ( FAULT DETECTED ) . . . . . . . 350
HPT / LPT COOLING MANIFOLDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 296 CRANKING−DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 352
COMPRESSOR CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 298 WET CRANKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354
ATA 75-31 LP COMP.AIR FLOW SYS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 AUTOMATIC START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 356
BOOSTER BLEED SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 EEC AUTO START ABBORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 356
BSBV ACTUATING MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302 MANUAL START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 358
ATA 75-32 HP COMP. AIR FLOW SYS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 304 ATA 78 EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 360
VSV SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 304 REVERSER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 360
VSV RIGGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306 THRUST REVERSER SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . 362
HANDLING BLEED VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308 THRUST REVERSER INDEPENDENT LOCKING SYSTEM . . . . . . . 364
HANDLING BLEED VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310 THRUST REVERSER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 366
HANDLING BLEED VALVES FUNKTION . . . . . . . . . . . . . . . . . . . . . . . . 312 THRUST REVERSER HYDRAULIC SUPPLY . . . . . . . . . . . . . . . . . . . . 368
HANDLING BLEED VALVE MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . 314 THRUST REVERSER MANUAL DEPLOYMENT . . . . . . . . . . . . . . . . . 368
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THRUST REVERSER INDEPENDENT LOCKING SYSTEM . . . . . . . 370
REVERSER HYDRAULIC CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . 372
HCU IN FORWARD THRUST POSITION . . . . . . . . . . . . . . . . . . . . . . . . 374
HCU DEPLOY SEQUENCE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 376
HCU STOW SEQUENCE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 378
HYDRAULIC ACTUATION SYS. COMP. . . . . . . . . . . . . . . . . . . . . . . . . . 380
FLEXSHAFT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 380
HYDRAULIC ACTUATORS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 382
UPPER NONLOCKING ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 382
LOWER LOCKING ACTUATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 384
THRUST REVERSER MANUAL DEPLOY / STOW . . . . . . . . . . . . . . . 386
THRUST REVERSER DEACTIVATION . . . . . . . . . . . . . . . . . . . . . . . . . 388
FADEC CFDS REVERSER TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 390
FADEC T/R TEST ( FAULT DETECTED ) . . . . . . . . . . . . . . . . . . . . . . . . 392
FADEC T/R TEST ( NOT O.K. ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 394
ATA 71-00 ENGINE CHANGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 396
ENGINE REMOVAL / INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 396
........... 398
POWER PLANT PRESERVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 398
ATA 30 ICE AND RAIN PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400
30−20 ENG. AIR INTAKE ICE PROTETION . . . . . . . . . . . . . . . . . . . . . 400
SYSTEM CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400
SYSTEM CONTROL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402
ENGINE ANTI ICE DUCT AND VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . 404
ANTI−ICE VALVE DEACTIVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 404
TABLE OF FIGURES
Figure 1 V2500 Propulsion Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 36 HP Compressor Borescope Access . . . . . . . . . . . . . . . . . 71
Figure 2 Propulsion Unit Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 37 Mounts and Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 3 Engine Hazard Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 38 Engine Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 4 FADEC Presentation IAE V2500 . . . . . . . . . . . . . . . . . . . . 11 Figure 39 Nacelle Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 5 FADEC Presentation IAE V2500 . . . . . . . . . . . . . . . . . . . . 13 Figure 40 Fan Cowls Opening / Closing . . . . . . . . . . . . . . . . . . . . . . 79
Figure 6 Engine Control P / B‘s and Switches . . . . . . . . . . . . . . . . . 15 Figure 41 Fan Cowl Latch Adjustment . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 7 Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Figure 42 C-Duct Opening/Closing . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 8 Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 Thrust Reverser Half Latches . . . . . . . . . . . . . . . . . . . . . . 85
Figure 9 Engine ECAM Indications . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 44 Latch Panel & Take Up Device . . . . . . . . . . . . . . . . . . . . . 87
Figure 10 Stage Numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 45 Front Latch with Open Indicator . . . . . . . . . . . . . . . . . . . . 89
Figure 11 Engine Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 ”C” Duct Opening/Closing . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 12 Engine Bearings & Compartments . . . . . . . . . . . . . . . . . . 25 Figure 47 „C“ Duct Hold Open Struts . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 13 Front Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 Oil System Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 14 No.4 Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 49 Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 15 Rear Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 50 ECAM Oil Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 16 Engine Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 51 Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 17 Fan Case Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 52 Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 18 LP Compressor ( Fan ) . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 53 Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 19 Inlet Cone Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 54 Pressure Pump & Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 20 Fan Blade Removal / Installation . . . . . . . . . . . . . . . . . . . 41 Figure 55 ACOC Air Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 21 Fan Blade Repair Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 56 Fuel Cooled Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 22 Fan Blade Repair Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 57 Scavenge Pump Assembly . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 23 Fan Blade Repair Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 58 Scavenge Filter,Delta P.Sw and Oil Temp. Sensor . . . . 115
Figure 24 HP Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 59 De-Oiler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 25 Combustion Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 60 No.4 Bearing Scavenge Valve . . . . . . . . . . . . . . . . . . . . . 119
Figure 26 No.4 Bearing Scavenge Valve . . . . . . . . . . . . . . . . . . . . . 53 Figure 61 No.4 Bearing Scavenge Valve . . . . . . . . . . . . . . . . . . . . . 121
Figure 27 Stage10 to HPT Air Control Valve . . . . . . . . . . . . . . . . . . 55 Figure 62 Oil Pressure Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 28 Common Nozzle Assemply . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 63 LOP Switch and Oil Press. Transmitter . . . . . . . . . . . . . . 125
Figure 29 Angle and Main Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 64 Chip Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 30 Drive Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Figure 65 Master Magnetic Chip Detector . . . . . . . . . . . . . . . . . . . . 129
Figure 31 Engine Components Location (L/H side) . . . . . . . . . . . . . 62 Figure 66 IDG Oil Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 32 Engine Components Location (R/H side) . . . . . . . . . . . . 63 Figure 67 Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 33 Engine Flanges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Figure 68 Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Figure 34 Manual Handcranking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Figure 69 Fuel System Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Figure 35 HP Compressor Borescope Access . . . . . . . . . . . . . . . . . 69 Figure 70 Fuel Pump and Fuel Metering Unit . . . . . . . . . . . . . . . . . 139
TABLE OF FIGURES
Figure 71 Fuel Filter Diff. Press. Switch/FCOC Fuel Temp. Thermocouple . Figure 105 EVMU CFDS Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
141 Figure 106 CFDS System Report / Test EVMU . . . . . . . . . . . . . . . . 211
Figure 72 Fuel Distribution Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143 Figure 107 Unbalance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Figure 73 Fuel Distribution Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 Figure 108 Unbalance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Figure 74 IDG Fuel Cooled Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . 147 Figure 109 Accelerometer Reconfiguration . . . . . . . . . . . . . . . . . . . 217
Figure 75 Fuel Metering Unit Schematic . . . . . . . . . . . . . . . . . . . . . . 149 Figure 110 AIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
Figure 76 HP and LP Fuel Shutoff Valve ( SOV ) . . . . . . . . . . . . . . 151 Figure 111 FADEC Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Figure 77 LP Fuel Shut−Off Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 Figure 112 EEC/ Data Entry Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
Figure 78 HMS Main System Components . . . . . . . . . . . . . . . . . . . 155 Figure 113 Electronic Engine Control ( EEC ) . . . . . . . . . . . . . . . . . 225
Figure 79 Return to Tank Modes 1 and 4 . . . . . . . . . . . . . . . . . . . 157 Figure 114 FADEC Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
Figure 80 NO Return to Tank Modes 3 and 5 . . . . . . . . . . . . . . . . 159 Figure 115 Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . 228
Figure 81 Air Modulating Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 Figure 116 Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . 229
Figure 82 Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163 Figure 117 FADEC Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
Figure 83 Pylon Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165 Figure 118 P3/T3 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233
Figure 84 Drain System Leakage Test & Limits . . . . . . . . . . . . . . . . 167 Figure 119 P2.5 / T2.5 Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235
Figure 85 Engine Thrust Lever Control . . . . . . . . . . . . . . . . . . . . . . . 169 Figure 120 FADEC Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237
Figure 86 Bump Push Bottons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171 Figure 121 FADEC Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
Figure 87 Mechanical Boxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173 Figure 122 FADEC Processing and Fault Logic . . . . . . . . . . . . . . . 241
Figure 88 Thrust Control Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175 Figure 123 FADEC Processing and Fault Logic . . . . . . . . . . . . . . . 243
Figure 89 Thrust Control System Rigging . . . . . . . . . . . . . . . . . . . . . 177 Figure 124 Thrust Control Architecture . . . . . . . . . . . . . . . . . . . . . . . 245
Figure 90 Alpha Call−up TRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179 Figure 125 Auto Thrust Defenition . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
Figure 91 Engine ECAM Indications . . . . . . . . . . . . . . . . . . . . . . . . . 181 Figure 126 Thrust Lever Positions . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
Figure 92 EPR Indication − Upper ECAM Display Unit . . . . . . . . 183 Figure 127 Power Setting Requirements Schematic . . . . . . . . . . . . 251
Figure 93 P2 / T2 and P4.9 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . 185 Figure 128 Idle Control Requirements . . . . . . . . . . . . . . . . . . . . . . . . 253
Figure 94 P2/T2 Heater Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 187 Figure 129 Ground Idle Speed Diagram N2 . . . . . . . . . . . . . . . . . . . 255
Figure 95 P2/T2 Heater Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189 Figure 130 FADEC Single Input Signal Failure . . . . . . . . . . . . . . . . 257
Figure 96 EGT Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191 Figure 131 Previous Legs Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261
Figure 97 EGT System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193 Figure 132 Trouble Shooting Report . . . . . . . . . . . . . . . . . . . . . . . . . 263
Figure 98 N1 and N2 Speed Indication . . . . . . . . . . . . . . . . . . . . . . . 195 Figure 133 Flight Data / Ground Data . . . . . . . . . . . . . . . . . . . . . . . . 264
Figure 99 Max Pointer Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197 Figure 134 Flight Data / Ground Data . . . . . . . . . . . . . . . . . . . . . . . . 265
Figure 100 Fan Speed & Trim Balance Sensor,N1 Terminal Block 199 Figure 135 FADEC Self Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267
Figure 101 Engine Dedicated Alternator . . . . . . . . . . . . . . . . . . . . . . 201 Figure 136 Ground Scanning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269
Figure 102 Vibration Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203 Figure 137 FADEC Class 3 Fault Report . . . . . . . . . . . . . . . . . . . . . 271
Figure 103 EVMU Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205 Figure 138 EIU Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273
Figure 104 Vibration Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207 Figure 139 EIU Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277
TABLE OF FIGURES
Figure 140 Last Leg Rep./ LRU Indentification . . . . . . . . . . . . . . . . 279 Figure 175 Starter Air Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . 347
Figure 141 Ground Scanning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281 Figure 176 Starter Valve Test via CFDS . . . . . . . . . . . . . . . . . . . . . . 349
Figure 142 Discrete Outputs Simulation . . . . . . . . . . . . . . . . . . . . . . 283 Figure 177 Starter Valve Test via CFDS . . . . . . . . . . . . . . . . . . . . . . 351
Figure 143 Discrete Outputs Simulation . . . . . . . . . . . . . . . . . . . . . . 285 Figure 178 Dry Cranking Procedure . . . . . . . . . . . . . . . . . . . . . . . . . 353
Figure 144 EIU Discrete Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287 Figure 179 Wet Cranking Procedure . . . . . . . . . . . . . . . . . . . . . . . . . 355
Figure 145 EIU Discrete Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289 Figure 180 Automatic Start Procedure . . . . . . . . . . . . . . . . . . . . . . . 357
Figure 146 Air Systems Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 291 Figure 181 Manual Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . 359
Figure 147 Turbine Cooling Control Schematic . . . . . . . . . . . . . . . 293 Figure 182 Thrust Reverser stowed / deployed . . . . . . . . . . . . . . . . 361
Figure 148 LPT / HPT Active Clearance Control Valve . . . . . . . . . 295 Figure 183 Reverser System Schematic . . . . . . . . . . . . . . . . . . . . . . 363
Figure 149 HPT / LPT Cooling Manifolds . . . . . . . . . . . . . . . . . . . . 297 Figure 184 Reverser System Schematic . . . . . . . . . . . . . . . . . . . . . . 365
Figure 150 Compressor Control Schematic . . . . . . . . . . . . . . . . . . . 299 Figure 185 Reverser Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367
Figure 151 Booster Stage Bleed Valve System . . . . . . . . . . . . . . . . 301 Figure 186 Reverser Hydraulic Supply . . . . . . . . . . . . . . . . . . . . . . . 369
Figure 152 BSBV and Actuating Mechanism . . . . . . . . . . . . . . . . . . 303 Figure 187 T/R Independent Locking System (**On A/C 116−199) 371
Figure 153 VSV System Components . . . . . . . . . . . . . . . . . . . . . . . . 305 Figure 188 Hydraulic Control Unit ( HCU ) . . . . . . . . . . . . . . . . . . . . 373
Figure 154 VSV Actuator Rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307 Figure 189 HCU Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 375
Figure 155 HP Compressor Bleed Valves . . . . . . . . . . . . . . . . . . . . . 309 Figure 190 HCU Deploy Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . 377
Figure 156 HP Compressor Bleed Valves . . . . . . . . . . . . . . . . . . . . . 311 Figure 191 HCU Stow Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379
Figure 157 HBV OPEN/CLOSED Schematic . . . . . . . . . . . . . . . . . . 313 Figure 192 Flexible Drive Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 381
Figure 158 Bleed Control Valve Solenoids . . . . . . . . . . . . . . . . . . . . 315 Figure 193 Upper Nonlocking Actuator . . . . . . . . . . . . . . . . . . . . . . . 383
Figure 159 Bleed Valve Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . 317 Figure 194 Lower Locking Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . 385
Figure 160 HDLG Bleed Valves Malfunction Tables . . . . . . . . . . . . 319 Figure 195 Reverser Manual Operation . . . . . . . . . . . . . . . . . . . . . . 387
Figure 161 Bleed Valve Functional Test . . . . . . . . . . . . . . . . . . . . . . 320 Figure 196 T/R Deactivation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 389
Figure 162 Bleed Valve Functional Test(cont) . . . . . . . . . . . . . . . . . 321 Figure 197 FADEC T/R Test (NO FAULT) . . . . . . . . . . . . . . . . . . . . 391
Figure 163 Nacelle Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 323 Figure 198 FADEC T/R Test (FAULT DETECTED) . . . . . . . . . . . . . 393
Figure 164 Nacelle Temperature System . . . . . . . . . . . . . . . . . . . . . 325 Figure 199 FADEC T/R Test (NOT O.K.) . . . . . . . . . . . . . . . . . . . . . 395
Figure 165 Ignition System Components . . . . . . . . . . . . . . . . . . . . . 327 Figure 200 Engine Removal / Installation . . . . . . . . . . . . . . . . . . . . . 397
Figure 166 Ignition and Starting System Eng. 1 . . . . . . . . . . . . . . . 329 Figure 201 Engine Nacelle A/I Architecture . . . . . . . . . . . . . . . . . . . 401
Figure 167 FADEC Ignition Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331 Figure 202 Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 403
Figure 168 FADEC Ignition Test Cont. . . . . . . . . . . . . . . . . . . . . . . . 333 Figure 203 Engine Anti−Ice Duct and Valve . . . . . . . . . . . . . . . . . . . 405
Figure 169 FADEC Ignition Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335
Figure 170 FADEC Ignition Test Cont. . . . . . . . . . . . . . . . . . . . . . . . 337
Figure 171 Ignition Test without CFDS . . . . . . . . . . . . . . . . . . . . . . . 339
Figure 172 Starting System Schematic . . . . . . . . . . . . . . . . . . . . . . . 341
Figure 173 Starter Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 343
Figure 174 Starter Air Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . 345