A380rr 71..80 B12X1

Airbus
A380
RR RB211 Trent 900
ATA 7180
Power Plant
EASA Part-66
B1/B2_(excludingLevel-1Contents)
A380_7180_B12x1
Revision:
1OCT2010
Author:
WzT
For Training Purposes Only
E LTT 2007
Training Manual
For training purposes and internal use only.
E Copyright by Lufthansa Technical Training (LTT).
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A380
7180
ATA 7180
ENGINE RR TRENT 900
FOR TRAINING PURPOSES ONLY!
ENGINE
FRA US/T
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Sep 10, 2008
ATA DOC
Page 3
A380
RR Trent 900
71
ATA 71 POWER PLANT

TRENT 900 FOR THE AIRBUS A380840
RollsRoyce has developed the high thrust Trent family to meet the strong
market demand for heavyweight, long range Aircraft, and its design exploits
proven advance technology to provide a lowrisk route to high power. The
engine for the Airbus A380840 is designated Trent 900.
The Trent 900 benefits from the experience of the Trent 700 in the Airbus
A330, the Trent 500 in the A340500/600 and the Trent 800 in the Boeing 777.
Reliability is ensured by the use of high technology components and keeping
operating temperatures close to RB211 experience. The unique RollsRoyce
threeshaft configuration, a high bypass ratio and enhanced component
efficiencies contribute to improved fuel consumption and overall efficiency.
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RR Trent 900
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POWER PLANT
POWER PLANT
Figure 1
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The RB211 Family

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POWERPLANT EXTERNAL DIMENSIONS

The diagram opposite shows the powerplant external dimensions in imperial
and metric, it is the same for all thrust variants of the Trent 900.
Ground Clearance
S Inboard - 1.05m to 1.25m / 42in to 49.2in
S Outboard - 1.90m to 2.27m / 74.4in to 90in
Leading Particulars
Take off thrust
(S.L. Static)
A380
RR Trent 900
LP System
N1 Indication
IP System
N2 Indication
HP System
N3 Indication
Flat Rated
Temperature
Trent 97084 78 304 lbs

Trent 970B84 75 152 lbs
Trent 97284 76 750 lbs
Trent 972B84 80 211 lbs
Trent 97784 83 835 lbs
Trent 977B84 80 780 lbs
Trent 98084 84 098 lbs
Single Stage Fan
5 Stage Turbine
8 Stage Axial Flow Compressor
Single Stage Turbine
6 Stage Axial Flow Compressor
Single Stage Turbine
ISA + 15 C
Bypass ratio
Overall Pressure
Ratio at Takeoff
8.12:1
41.7:1
Powerplant length
Powerplant diameter
Fan Diameter
Dressed Engine Weight
329in/8.36m
152.5in/3.87m
116in/2.95m
14 190lb/6 437kg
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Direction of rotation shafts:

LP
Counterclockwise viewed from rear
IP
Counterclockwise viewed from rear
HP Clockwise viewed from rear
Shaft speeds (100%)
N1 = 2 900 rpm
N2 = 8 300 rpm
N3 = 12 200 rpm
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Figure 2
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Engine Dimension
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RR Trent 900
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DANGER AREAS OF THE ENGINE
WORKING AREA
Engine Not Running
Even if the engine is not running, the area is still dangerous and the personnel
has to obey the precautions, which are given to operate an engine safely.
WARNING:
Engine Running
To enable personnel safety when he has to act exceptionally on a running
engine, the power level must be kept to the minimum necessary by setting
throttle control levers to the IDLE position.
The restricted areas are:
S the intake suction area: in a radius of 4.5 m (15 ft),
S the exhaust danger area: a corridor of 30_ from the exhaust nozzles to 70 m
(230 ft) afterwards.
To work on the engine safely, you must use the entry corridors located at the
engine outboard side 1.3 m (4 ft) aft of the air intake cowl.
KEEP ALL PERSONS OUT OF THE DANGER AREAS DURING

ENGINE OPERATION.
CLEAN THE RAMP IF THERE IS SNOW, ICE, WATER, OIL OR
OTHER CONTAMINATION OR MOVE THE AIRCRAFT TO A
LOCATION THAT IS CLEAN.
MAKE SURE THAT ALL PERSONS ARE SAFE BEFORE YOU
START THE ENGINE.
MAKE SURE THE PERSONS IN THE COCKPIT CAN SPEAK
TO ALL PERSONS NEAR THE DANGER AREA DURING
ENGINE OPERATION.
OBEY ALL OF THE GROUND SAFETY PRECAUTIONS FOR
THE ENGINES.
THE ENGINES CAN PULL PERSONS OR UNWANTED
MATERIALS INTO THEM AND CAUSE SERIOUS INJURIES
OR DAMAGE TO EQUIPMENT
To work on the inboard engines, the outboard engines must be

shut off first.
Human factor points:
NOTE:
WARNING:
BE CAREFUL WHEN YOU DO WORK ON THE ENGINE

PARTS AFTER THE ENGINE IS SHUTDOWN. THE ENGINE
PARTS CAN STAY HOT FOR ALMOST 1 HOUR.
WARNING:
UNDER NORMAL CONDITIONS, EXCEPT IN THE ASSISTED

MANUAL START SEQUENCE, THERE IS NO NEED AND IT IS
NOT ALLOWED TO PERFORM MAINTENANCE TASKS ON A
RUNNING ENGINE.
WARNING:
DO NOT GO NEAR AN ENGINE THAT IS IN OPERATION

ABOVE LOW IDLE. IF YOU DO, IT CAN CAUSE AN INJURY.
GO NEAR AN ENGINE IN OPERATION THROUGH THE
ENTRY CORRIDORS ONLY.
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RR Trent 900
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8.9 m
(29 ft)
4,5 m
(15 ft)
1,3 m
(4 ft 3 in)
70 m
(230 ft)
30
TO 548.6 m (1800 ft) AFT OF EXHAUST NOZZLES
30
INTAKE SUCTION DANGER AREA MINIMUM IDLEWPOWER
EXHAUST DANGER AREA
INTAKE SUCTION DANGER AREA MAX TAKEOFF POWER
ENTRY CORRIDOR
EXHAUST DANGER AREA
Figure 3
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Engine Danger Areas

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RR Trent 900
71
MAJOR UNITS
The propulsion system is comprised of the following items:
S Air inlet cowl
S Left and Right fan cowl doors
S Engine, associated fairings, front and rear mounts
S Exhaust nozzle assembly including the Thrust Reverser
S Pylon mounted left and right thrust reverser halves (inboard engines) or
Fan Exhaust Duct (outboard engines).
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POWER PLANT
Figure 4
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Propulsion System Components

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ACCESS DOORS AND PANELS
There are a number of access doors and panels around the engine to give
access for maintenance and servicing.
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POWER PLANT
Figure 5
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Access Doors & Panels

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RR Trent 900
71
ENGINE COWLING DESCRIPTION

Fan Cowl Opening
The fan cowl doors can be opened for maintenance purposes on the engine.
The unlatching sequence is carried out from the latch access panel located at
the split line between the two fan cowl doors.
Unlocking of the four latches is done in a defined sequence: L4 first, L1, L3 and
L2 at the end. Once the fan cowl doors are unlocked, the opening is done from
the fan cowl P/B control switches installed on the air intake cowl, at the RH and
LH sides of the engine. The maintenance personnel must push and hold the
UP switch until the fan cowl door has reached the desired position. The HORs
(Hold Open Rods) are automatically locked. When a HOR is locked the green
indicator is visible in the full open position. Then the maintenance personnel
must push the DOWN switch to hold the cowl on the HORs.
The fan cowl doors have two open positions:
S intermediate position of 40 degrees,
S full open position of 50 degrees.
The fan cowl doors can be directly opened from zero to the full open position.
NOTE:
There are two flag indicators to know the HOR state:

red indicator, unlocked between 0 and 40 positions,
No indicator, locked on 40 position and unlocked between 40
and 50 positions,
green indicator, locked at 50 position.
CAUTION:
MAKE SURE THAT THE WIND SPEED CONDITIONS ARE

NOT MORE THAN 45 KNOTS.
CAUTION:
BEFORE YOU FULLY OPEN THE FAN COWLS, MAKE SURE

THAT SLATS ARE RETRACTED AND THAT THEY CANNOT
MOVE TO PREVENT FROM POSSIBLE INTERFERENCES.
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Fan Cowl Closing

At the end of maintenance tasks on the engine, the fan cowl doors have to be
closed to put the aircraft back into operation. First of all, the maintenance
personnel must push the UP switch momentarily and operate the release lever
on the HOR to manually unlock it. When the HOR is unlocked, the red indicator
is visible. Then he has to push and hold the DOWN switch until the fan cowl
door closes completely.
The locking of the four latches is done in a defined sequence:
S L2 first,
S L3,
S L1,
S and L4 at the end.
Once the latches are locked, the latch access panel has to be closed.
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RR Trent 900
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FAN COWL OPEN SEQUENCE
FAN COWL CLOSE SEQUENCE
Figure 6
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Fan Cowl Opening/Closing

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A380
RR Trent 900
71
MAINTENANCE
Preservation of the Powerplant
Cautions:
CAUTION:
YOU MUST DO ALL THE APPLICABLE PRESERVATION

PROCEDURES WHEN YOU PUT AN ENGINE INTO
STORAGE. IF YOU DO NOT, CORROSION AND GENERAL
DETERIORATION OF THE CORE ENGINE AND THE FUEL
SYSTEM CAN OCCUR.
YOU MUST NOT KEEP THE ENGINE IN STORAGE FOR TOO

LONG. THE TIMES GIVEN IN THIS PROCEDURE ARE THE
MAXIMUM FOR WHICH THE ENGINE CAN BE PRESERVED.
IF THE TIME THE ENGINE IS IN PRESERVATION IS TO BE
EXTENDED, YOU MUST DO THE FULL PRESERVATION
PROCEDURE AGAIN. IF THESES PROCEDURES ARE NOT
FOLLOWED, DAMAGE TO ENGINE CAN OCCUR
The preservation procedure protects the RR TRENT 900 against corrosion,
liquid and debris entering the engine and atmospheric conditions during periods
of storage and inactivity.
The time during which the engine will be stored, and the climatic conditions of
storage are shown in a chart.
This chart also gives the preservation procedures, which must be done in
different conditions and for the different storage times. Refer to the AMM
(Aircraft Maintenance Manual) for specific storage requests.
To find the applicable preservation procedure you have to:
S find the climatic condition in which the power plant will be stored,
S find the time during which the power plant will be stored,
S compare this data with the chart and make the decision as to which
preservation procedures must be done.
CAUTION:
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Before a power plant is put in storage, these basic procedures must also be
done:
S clean and examine the power plant,
S make sure the power plant is dry,
S clean the power plant if a fire extinguisher has been used on it.
For powerplants stored onwing, desiccant must be used for protection.
According with the conditions and the time of storage the procedure can also
composed of:
S Preservation of the main line bearings,
S Inhibit the engine fuel system,
S Attach the transportation covers,
S Remove the engine and install it in an MVP bag.
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POWER PLANT
Figure 7
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Preservation of the Powerplant

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RR Trent 900
71
ENGINE ATTACHMENT
Description
The engine is core mounted and attached to the Aircraft pylon by:
S Front Mount
S Thrust Links
S Rear Mount
The engine mounts transmit the engine loads and thrust to the Aircraft pylon.
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POWER PLANT
Figure 8
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Engine Attachment
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RR Trent 900
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ENGINE MOUNTS
Purpose
The mounts support the weight of the engine and transmit loads to the Aircraft
structure.
Front Mount
The engine front mount is installed on the top of the intermediate case and
attaches to the Aircraft pylon with six tension bolts. The front mount transmits
the following loads to the Aircraft pylon:
S Vertical
S Side
Thrust Links
The thrust links transmit the thrust from the intermediate case to the underside
of the pylon just forward of the rear mount attachment.
Rear Mount
The engine rear mount is installed on top of turbine exhaust case and attaches
to the Aircraft pylon via a pylon adapter beam with four tension bolts. The rear
mount transmits the following loads to the Aircraft pylon:
S Vertical
S Side
S Torsion
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POWER PLANT
Figure 9
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Engine Mounts
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RR Trent 900
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ENGINE DRAINS
Description
The drains system collects and discards unused fuel and other fluids that can
leak from certain engine units and from certain engine areas.
The drain system collects leakage from the following systems:
S Fuel
S Oil
S Hydraulic
Fuel System Drains

A drains tank is installed on the right side of the LP compressor case, just
above the HMU, and it collects fuel from the fuel manifold when the engine is
shut down on the ground. The contents of the drains tank are drawn back into
the main fuel system during subsequent engine running via a selfconsuming
drains system, consisting of a float valve and an ejector valve, which is located
in the base of the drains tank. A float within the tank prevents the ingress of air
into the system when the level falls. Should the tank become full an overflow
pipe carries surplus fuel to the drains mast.
Drain lines take fuel from the following components to the drains mast:
S Fuel pump mounting pad
S Variable stator vane actuators (VSVA)
S Fuel drains tank overflow
Other Drains
There is a pipe from the lower splitter fairing in Zone 2, to allow drainage
overboard in the event of leakage or water ingestion. This drain exits through a
hole in the Cduct latch access panel between latches 1 & 2.
The turbine case drain is provided to drain any residual fuel left in the turbine
area following a wet crank or start attempt when the engine fails to light up.
The drain pipe exits through a hole in the Cduct latch access panel just to the
rear of latch 6.
A duct incorporated within the interservice bifurcation panel provides drainage
from Zone 3 through a hole in the C duct latch access panel between latches 1
and 2
There are also forward and rear pylon drains which drain fluid overboard
through holes in the latch access panel just to the rear of latch 6.
Oil Drains
Drain lines take oil from the following components to the drains mast:
S Oil tank filler scupper
S Air starter mounting pad
S Variable Frequency Generator (VFG)
Hydraulic System
Drain lines take hydraulic fluid to the drains mast from the inboard and
outboard hydraulic pump mounting pads and pump seal cavity.
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POWER PLANT
Figure 10
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Drains System
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RR Trent 900
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Drain System Leakage Rates
To be sure that an engine operates correctly, the leakage rates at drain mast
have to be monitored, checked and measured. The leakage rates for each
system have to be within the acceptable limits specified by the engine
manufacturer. If this is not the case, further troubleshooting is necessary to
identify the source of the leak.
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POWER PLANT
Figure 11
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Drain System Leakage Rates

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RR Trent 900
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DRAINS MAST AND BREATHER OUTLET
The drains mast and breather outlet are attached to a bracket on the rear face
of the external gearbox. The drains mast is on the split line between the two
fan cowl doors.
The breather outlet from the centrifugal breather and other drains are
annotated on the drains mast.
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Figure 12
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Drains Mast
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RR Trent 900
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DRAINS TANK
Purpose
To prevent the formation of coking deposits within the fuel spray nozzle
manifold drains system to give increased HMU and float valve/ejector valve
reliability.
Drains Tank Location

The drains tank is installed on a bracket on the lower right side of the fan case,
between the Fuel Oil Heat Exchanger (FOHE) and the Hydro Mechanical Unit
(HMU).
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POWER PLANT
Figure 13
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Drains Tank Location

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RR Trent 900
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DRAINS TANK OPERATION
Unlike previous RB211 / Trent designs there is no dedicated drain line from the
fuel spray nozzle manifold. When the HMU drains valve is opened, fuel is
drained directly from the main HP fuel line.
When the engine is shut down, or after failure to start on the ground, fuel is
drained from the fuel manifold. As fuel flows into the tank air is released
through the outlet tube.
After a number of failed starts, the tank can become full of drained fuel; this
fuel is then discharged through the outlet tube to the drains mast.
During normal operation, fuel in the drains tank lifts the float valve and moves it
to the open position. During engine starting LP fuel flows through the ejector,
this will lower the fuel pressure in the ejector to less than that in the tank and
the nonreturn valve opens. This allows fuel to be removed from the tank and
routed to the inlet side of the LP pump.
When the fuel in the tank falls to a certain level the float valve closes
preventing air being introduced into the LP fuel supply.
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Figure 14
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Drains Tank Operation

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RR Trent 900
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PYLON ELECTRICAL DISCONNECTS
There are 18 separate harness electrical connectors between the engine /
nacelle mounted components and the pylon. The connectors are keyed to
correctly align the connector with its mating receptacle and to prevent cross
connection.
The powerplant harnesses are colour coded by having braids of different
colours, known as tracer colours. These are used to identify the harness and
follow its route. They also assist in identifying the FADEC systems harnesses
from those of other systems.
The illustration opposite shows the harness numbers and the pylon connectors
to which they attach. It also shows the units which are connected by each
harness.
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POWER PLANT
Figure 15
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Pylon / Powerplant Electrical Disconnects

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PYLON ELECTRICAL RECEPTACLES & CONNECTORS
VFG Cable and Zone
The illustrations below show the following electrical disconnects:
The VFG power cables junction block on the upper left side of the fan case.
The receptacles and harness connectors above the left side of the engine core.
Fan Case to Pylon

The illustrations below show the receptacles and harness connectors above
the left side of the fan case. There are two groups of connections in this area.
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ELECTRICAL
CONNECTOR
5013VCA
ELECTRICAL
CONNECTOR
5012VCA
VFG CABLE AND ZONE ELECTRICAL CONNECTION
ELECTRICAL CONNECTOR
5014VCA
FAN CASE TO PYLON ELECTRICAL CONNECTION
Figure 16
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Electrical Connectors
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RR TRENT 900
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ATA 72 ENGINE
MAIN ROTATING ASSEMBLIES
Description
The three rotating assemblies comprise:
S Low Pressure (LP) compressor (fan) connected by a shaft to a fivestage
turbine.
S Intermediate pressure (IP) compressor connected by a shaft to a single
stage turbine.
S High Pressure (HP) compressor connected by a shaft to a single stage
turbine.
Roller bearings and ball (location) bearings support each shaft.
The external gearbox is driven from the HP shaft through an internal gearbox
and an intermediate (stepaside) gearbox.
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ENGINE
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POWER PLANT
ENGINE
Figure 17
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Main Rotating Assemblies

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RR TRENT 900
72
ENGINE MAIN BEARING ARRANGEMENT

The LP and IP rotor assemblies are each supported by three bearings. The HP
rotor is supported by two bearings.
Two types of bearings are used in this engine, ball bearings for shaft location
and roller bearings providing shaft radial support whilst allowing axial thermal
movement. The bearings are located in 4 bearing housings.
The location bearings for all three shafts are positioned in the intermediate
case module.
The front bearing housing contains the LP compressor and IP compressor
roller bearings.
The Internal gearbox contains the three thrust or location ball bearing
assemblies.
The HP/IP Turbine bearing housing contains the HP turbine and IP turbine
roller bearings.
The Tail Bearing Housing (TBH) contains the LP turbine roller bearing.
POWER PLANT
ENGINE
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POWER PLANT
ENGINE
Figure 18
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Engine Bearing Arrangenment

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POWER PLANT
ENGINE
A380
RR TRENT 900
72
TRENT MODULAR BREAKDOWN

The Trent engine consists of eight modules as follows:
S Module 01 (31) LP Compressor Rotor
S Module 02 (32) IP Compressor
S Module 03 (33) Intermediate Case
S Module 04 (41) HP System
S Module 05 (51) IP Turbine
S Module 06 (61) External Gearbox
S Module 07 (34) LP Compressor Case
S Module 08 (52) LP Turbine
The numbers in parentheses are the ATA numbers relating to modules, as
used in the Engine Manual.
The fan blades are nonmodular items but can be considered as part of
module 01 (31).
The modular construction gives several important benefits:
S Decreased turnround time for repair
S Lower overall maintenance costs
S Reduced spare engine holdings
S Maximum life achieved from each module
S Savings on transport costs
S Ease of transport and storage
S Onwing test capability after any module change
The engine is completed by the addition of various nonmodular items and
systems e.g. fuel, oil etc.
Modules 01, 02, 03, 04, 05 and 08 form the core engine module.
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POWER PLANT
ENGINE
Figure 19
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Modular Breakdown
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POWER PLANT
ENGINE
A380
RR TRENT 900
72
LP COMPRESSOR
Description
The LP compressor consists of the fan disc and fan shaft. The fan blades and
annulus fillers, are nonmodular but considered to be included in this module.
Fan Disc
The fan disc is a titanium disc with axial dovetail slots for blade fitment. Each
blade is held in the disc with a shear key. The disc incorporates a drive arm
that connects to the rotor shaft with a curvic coupling. The disc also
incorporates annulus filler location lugs as integral features.
LP Compressor Shaft
The LP compressor (fan) shaft connects to the fan disc through a curvic
coupling that provides accurate location. The coupling is secured by a ring of
bolts, which thread into captive nuts on the LP compressor roller bearing inner
race, which is secured to the shaft by an interference fit in addition to the bolts.
The bearing race also incorporates the front bearing housing oil seal and a
phonic wheel for measurement of LP speed. The shaft connects to the LP
turbine shaft through a helical spline coupling.
A failsafe shaft is fitted inside the LP compressor shaft and secured to the LP
turbine shaft by a collar and nut.
LP Compressor Blades
The 24 wide chord titanium fan blades incorporate an inner platform with a
dovetail feature for location in the disc. The blades are retained axially in the
disc by a shear key.
Annulus Fillers
There are 24 aluminium annulus fillers located between each fan blade, which
provide an aerodynamic profile at the base of each blade. The annulus fillers
are installed onto the fan disc lugs and the located by a dowel into the rear
spinner rear flange.
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POWER PLANT
ENGINE
Figure 20
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LP Compressor Module
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POWER PLANT
ENGINE
A380
RR TRENT 900
72
SPINNER ASSEMBLY
Description
The spinner assembly directs air into the hub of the fan and has three main
parts:
S Spinner
S Fairing
S Rear Spinner
Spinner
The air intake spinner is made of glass reinforced plastic (GRP) material. The
spinner is painted with a white spiral marking (to indicate fan rotation in poor
lighting conditions) and has a rubber tip to prevent ice buildup. The spinner
attaches to the rear spinner with 18 bolts and is located on the rear spinner by
3 timing dowels. 9 of the attachment bolts secure 9 support brackets, which are
located by 2 dowels on the spinner flange. There is a Pseal forward of the
flange which seals against the inner surface of the fairing to prevent moisture
ingress. The spinner weighs 10.52 Kg (23.2 lbs)
Fairing
The fairing smoothes the airflow across the flange, located between the spinner
and rear spinner assemblies. It is made of composite material and attached
with 9 screws to the support brackets on the spinner flange. The fairing weighs
2.4 Kg (5.3 lbs)
Rear Spinner
The rear spinner attaches to the fan disc with a bolted rear flange. There is
also a balance ring on the rear flange, which may contain balance bolts, which
are used to balance the assembly during module build. The rear spinner
weighs 21.32 Kg (47.0 lbs)
On the outer surface, adjacent to the rear edge, is a circumferential ring of 60
counter sunk bolts positions. These contain either standard bolts or trim
balance bolts. The trim balance bolts (one Part No.) are installed when the LP
rotor requires balancing during service.
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Figure 21
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Spinner / Fairing Assembly

05 |72 |L3
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FAN BLADE ASSEMBLY

Description
The LP compressor has 24 widechord, hollow, titanium fan blades,
incorporating low speed swept fan aerodynamics for efficiency and noise. The
assembly consists of the following parts:
S fan blade
S shear key
S slider assembly
S annulus filler
The fan blades fit into dovetail slots in the LP compressor disc. Each blade is
axially located by a shear key, which fits into a slot in the disc. A rubber strap
on the base of the blade dovetail holds the shear key on the blade.
A slider assembly fits in the dovetail slot at the end of each blade and ensures
that the shear key is located in the slot in the disc.
The annulus fillers provide an aerodynamic profile between adjacent fan
blades. They are manufactured in aluminium and incorporate retention lugs,
which mate with the disc lugs for location. They also incorporate a rubber strip
on both sides, which abut the airfoil surface of the fan blade. Axial retention of
the annulus fillers is provided by the rear spinner assembly, which locates each
annulus filler by a dowel through the rear flange.
POWER PLANT
ENGINE
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Figure 22
FRA US/T
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Fan Blade
06 |72 |L3
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72
IP COMPRESSOR
Description
The IP compressor module is an eight stage axial assembly consisting of four
main sections:
S Front bearing housing
S The IP compressor stage 1 - 4 case
S The IP compressor stage 5 - 8 case
S The IP compressor rotor
Front Bearing Housing (FBH)

The front bearing housing includes a hub, which locates the LP and IP
compressor bearings and an oil sump, also the LP and IP shaft speed probes.
Connected to the hub are the engine section stator vanes (ESS) or fixed inlet
guide vanes. The vanes are welded together as one unit and there are lugs on
the outer ring. These lugs are connected to the FOGV torsion ring to make the
FBH/OGV joint. This FBH/OGV joint holds the LP compressor case to the core
engine. The electrical cables, from the shaft speed probes, pass internally
through the ESS vanes. Other vanes contain tubes to supply oil to and from
the roller bearings. Behind the ESS vanes are the variable inlet guide vanes.
IP Compressor Rotor
The IP compressor rotor is an assembly of eight titanium rotor discs, in
between the discs of stages 1, 2 & 3 there are spacers that have interstage
seal fins. The discs at stages 1 to 6 have axial dovetail slots into which the
rotor blades are installed. Retaining plates and lock plates keep the blades in
position. At stages 7 and 8 the blades are installed in circumferential dovetail
slots. These blades are locked in position with nut and screw lock assemblies.
The IP front stubshaft is attached to the stage 1 disc with bolts, the forward
end of the stubshaft has a phonic wheel for IP speed measurement.
The stage 6 disc incorporates a drive arm with a curvic coupling to which the
rear stubshaft is attached. Splines in the stubshaft engage with splines on the
IP turbine shaft.
IP Compressor Stage 1 - 4 Case

The stage 1 to 4 case is connected to the FBH at the front and to the stage 5
to 8 case at the rear. The case is divided into two semicircular titanium half
cases. The stage 1 and 2 vanes are variable with spindles on the outer
surface, which are connected by levers and unison rings to the VIGV/VSV
operating mechanism. The stage 3 and 4 vanes are fixed and located in T slots
around the inner circumference of the half cases. Between the stator vane
positions on the inner surface there are abradable linings, located opposite to
the rotor blade tracks.
IP Compressor Stage 5 - 8 Case
The IP compressor case is flanged and bolted to the rear of the stage 1 to 4
case and is made of steel and contains stages 5 to 8 of the compressor. The
case is divided into two semicircular half cases. The stage 5 to 8 vanes are
made of nickel alloy and installed in T slots around the inner circumference of
the half cases. The stage 8 stator vanes are also known as the IP compressor
outlet guide vanes (OGVs).
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Figure 23
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IP Compressor
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INTERMEDIATE CASE
The intermediate case is one of the major structural parts of the engine and
made from two titanium cylindrical casings, which are welded together. In the
rear half, behind the weld, there are ten equally spaced radial struts, which
support an inner structure. The IP and HP location bearings and the internal
gearbox are attached to the inner structure. Two lugs on the rear case, above
the radial struts, transmit engine thrust through struts to the airframe pylon.
The front part of the intermediate case has a stronger area at the top, which
includes lugs for the attachment of the front engine mount. Above and below
the centerline there are symmetrical positions for the installation of the A
frame struts. The two A frame struts on each side of the case align with the
installation point on each side of the LP compressor case. Below the engine
horizontal center line on the intermediate case, there are borescope access
holes, which align with related holes in the compressor cases.
The radial struts, which have an aerofoil shape, are hollow. Some of the vanes
contain tubes, which supply oil to and from the internal gearbox. The external
gearbox drive shaft, which transmits power to the External Gearbox (EGB), is
in one of the struts. Other struts supply compressor air to cool the HP/IP and
LPT bearing chambers and seal the EGB accessory mount pads.
The front part of the intermediate case is installed around the Stage 5 to 8 case
and is connected to a flange around the middle of the stage 1 to 4 case. The
rear part of the intermediate case is installed around the front part of the HP
compressor case. The rear of the intermediate case is connected to the
combustion outer case. There is also a bayonet connection from an internal
flange at the rear of the intermediate case to the HP compressor case. Inner
and outer walls make an annulus, through which the air flows from the IP
compressor to the HP compressor.
POWER PLANT
ENGINE
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Figure 24
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Intermediate Case
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HP SYSTEM
Description
The system comprises:
S HP compressor
S Combustion chamber and outer case
S HP turbine
HP Turbine
The HP turbine is a single stage disc connected to a mini disc to the rear of the
HP compressor drum. On the rear of the disc there is a stubshaft, which is
inertia bonded to the disc. The disc has fir tree roots into which fit the turbine
blades. Adjacent to the casing rear flange is a turbine case cooling (TCC) air
manifold.
HP Compressor
The HP compressor rotor is a sixstage assembly. Stages 1 to 4 are made of
heat resistant alloy discs welded together to form one drum. The stage 5 disc is
also heat resistant alloy. The stage 6 disc and rear cone are made of heat
resistant alloy and welded together. The first stage blades are made of titanium
and installed in axial dovetail slots and are locked with retaining plates. Stages
2 to 6 are made of heat resistant alloy and installed in circumferential dovetail
slots and locked with nuts and screws.
The heat resistant alloy cone, which tapers rearwards is inertia bonded to the
rear of the stage 6 disc. At the rear of this cone is a mini disc to which the HP
turbine is connected.
The HP compressor case is an assembly of six flanged, cylindrical casings
bolted together. The flanged joints are also the location for the rotor path
abradable linings. There are slots in this assembly for the installation of the
stator vanes.
The stage 6 stator vanes are also the HP compressor outlet guide vanes
(OGVs). These are installed at the entrance of the combustion chamber inner
case.
Combustion Chamber and Outer Case
The outer case is flanged and bolted to the rear of the intermediate case and to
the front of the IP turbine module. There are 20 openings through which the
fuel spray nozzles are installed. There are also two igniter plugs installed
through bosses in the combustion outer case. The combustion chamber is fully
annular and consists of a tiled liner that is located inside the combustion
chamber inner case. At the front of the inner case are the HP compressor
outlet guide vanes (OGVs) and at its rear are the HP turbine nozzle guide
vanes (NGVs).
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Figure 25
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HP System
09 |72 |L3
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IP TURBINE
Description
The IP turbine case houses the IP turbine and IP NGVs, LP turbine stage 1
NGVs and the HP/IP bearing housing. The front flange bolts to the combustion
outer case and the rear flange bolts to the front flange of the LP turbine module
(52).
The IP turbine NGVs are hollow. In alternate NGVs there is a strut that is
attached to the turbine case by a bolt. The inner end of each strut is connected
to the structure that holds the HP/IP bearing support assembly. Through some
of the other NGVs are tubes to supply oil to and from the bearings and IP 8
cooling air to cool the housing.
The IP turbine is a single stage turbine assembly. At the hub of the disc a drive
arm extends rearwards, which connects to the IP turbine shaft and stub shaft
using taper bolts The IP turbine shaft runs forward and is connected to the IP
compressor stub shaft with helical splines. The IP stubshaft runs forward to
engage with the IP turbine roller bearing.
The disc has fir tree roots into which fit the turbine blades.
Adjacent to the rear flange is a turbine case cooling (TCC) air manifold and
location bosses for fourteen thermocouples. To the rear of the turbine blades
are the LP1 NGVs.
POWER PLANT
ENGINE
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Figure 26
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IP Turbine
10 |72 |L3
Page 55

POWER PLANT
ENGINE
A380
RR TRENT 900
72
LP TURBINE
Description
The LP turbine has five discs which are bolted together to form a drum. The
stage 4 disc acts as the drive arm and attaches to the turbine shaft with a
curvic coupling. Also attached to the drive arm on the rear face is a stub shaft
that connects the LP turbine to the LP roller bearing in the tail bearing housing
to provide radial support. The stub shaft also connects to a phonic wheel shaft
assembly for LP turbine shaft speed measurement.
The discs have fir tree roots into which fit the turbine blades.
The LP turbine case is a onepiece cylinder flanged and bolted between the IP
turbine case at the front, and the exhaust outer case at the rear. Around the
case is a cooling duct through which cooling air flows. On the inner surface
between the NGV locations there are seal segments which touch the turbine
blade shrouds.
In front of each stage of turbine blades there is a stage of NGVs. The first
stage of NGVs, which are hollow, are installed as 3 vane sets in the outlet from
the IP turbine case. One vane in fourteen of the sets contains an EGT
thermocouple and one set includes an overheat detector and one set includes
a borescope access hole. Stages 2, 3, 4 and 5 NGVs are hollow and are
installed in the LP turbine case. At the inner ends of the NGVs are honeycomb
liners, which touch the fins of the interstage seals between the rotor discs.
The LP turbine shaft goes forward through the center of the IP shaft and
connects with the LP compressor shaft with splines.
The tail bearing housing support structure includes a hub that is held concentric
in an outer case by 14 radial hollow vanes. Some of the vanes contain tubes
that supply oil to and from the bearing housing. There is also a supply of IP 8
air to cool and seal the bearing.
One of the vanes has a pressure inlet in the leading edge to measure LP
turbine outlet pressure (P50). LP turbine outlet pressure is used for health
monitoring. The front flange of the case is attached with bolts to the rear flange
of the LP turbine case. At the rear flange to the primary exhaust nozzle around
the case are two flanges to increase the strength. Attached to these flanges, at
the top, is the rear mount.
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Figure 27
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LP Turbine
11 |72 |L3
Page 57

POWER PLANT
ENGINE
A380
RR TRENT 900
72
EXTERNAL GEARBOX
Description
The external gearbox is a onepiece aluminium gearcase. It is installed on the
lower part of the LP compressor case. The gearbox assembly transmits power
from the engine to provide drives for the accessories mounted on the gearbox
front and rear faces. During engine starting the gearbox also transmits power
from the air starter motor to the engine.
The gearbox also provides a means of hand turning the HP rotor system for
maintenance purposes.
The gearbox is driven from the HP rotor via a transmission system, consisting
of an Intermediate gearbox (stepaside gearbox), an external gearbox drive
shaft (radial drive) and lower bevel gearbox.
The drive shafts for the installed accessories are sealed by noncontact air
blown labyrinth seals fed with IP8 air. All the accessory interfaces are protected
by a drains system.
Components Installed on the Front Face
S Dedicated Alternator
S Air Starter Motor
S Hand turning point
S 2 Hydraulic Pumps
Components Installed on the Rear Face
S Variable Frequency Generator (VFG)
S Lower bevel gearbox
S Oil Pumps
S Centrifugal Breather
S LP/HP Fuel Pumps
S HydroMechanical Unit (HMU)
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Figure 28
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External Gearbox
12 |72 |L3
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A380
RR TRENT 900
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LP COMPRESSOR CASE
Description
The LP compressor casing assembly consists of three main sections:
S Front Fan Case
S Rear Fan Case
S Fan Outlet Guide Vanes
Front Fan Case

The containment case (front) and the center case are manufactured from
titanium and are welded together to form the front fan case. The containment
case has circumferential stiffening ribs (3 off), which provide reinforcement in
the fan track region where additional energy absorption is required in the event
of an LP compressor blade release. The front case has the following linings
attached to the inner surface:
S Acoustic panels (4)
S Attrition lining
S Ice impact area
S Acoustic perforate skin
Rear Fan Case
The rear fan case is made from a titanium honeycomb structure. Two titanium
supports (A frames), located on the horizontal centerline, connect the rear case
to the core engine. On the rear outer edge of the case, there is a V groove,
which provides axial location of the thrust reverser.
There is an opening in the left side of the case for the Variable Frequency
Generator (VFG) Air Cooled Oil Cooler. There is also a large opening at BDC
for the external gearbox drive shaft.
Fan Outlet Guide Vanes (OGVs)
The OGV outer ring is attached at the rear of the front case with bolts. The 52
OGVs are hollow titanium vanes filled with blue filler. The vanes are installed at
equal distance around the circumference and the inner ends are welded to an
inner ring.
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Figure 29
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LP Compressor Case
13 |72 |L3
Page 61
POWER PLANT
ENGINE
A380
RR TRENT 900
72
ENGINE CORE FAIRINGS

Description
To ensure a smooth airflow over the parts of the gas generator not covered by
the thrust reverser halves, six removable fairings are fitted around the front part
of the IP compressor case.
Each fairing panels are a sandwich construction of titanium inner skin and
perforated titanium outer skin with a nomex honeycomb core. The outer skin is
perforated for noise attenuation. Two ventilation inlet holes are provided, one in
each of the upper panels and two ventilation outlet holes, one in each of the
lower panels.
The front edge of each fairing is attached to the LP compressor OGV torsion
ring with bolts secured in floating anchor nuts. The rear edge is attached to
mounting brackets on the rear support diaphragm with bolts secured in floating
anchor nuts.
UPPER SPLITTER FAIRING
Purpose
To smooth the fan airflow into the thrust reverser halves and to provide a
position for the fan air pressure rake (P160).
Description
The upper splitter fairing is a carbon and glass composite fairing installed
between the fan case and the intermediate case support structure. The P160
probe rake is installed inside the fairing with its six measuring heads projecting
into the fan duct through holes in the leading edge of the fairing.
LOWER SPLITTER FAIRING
Purpose
To smooth the fan airflow around the external gearbox driveshaft (radial drive)
into the thrust reverser halves.
Description
The lower splitter fairing is a carbon and glass composite fairing installed
forward of the external gearbox driveshaft assembly, between the fan case and
the intermediate case support structure.
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Figure 30
FRA US/T
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Sep 10, 2008
Engine Core Fairings

14 |72 |L3
Page 63
POWER PLANT
ENGINE
A380
RR TRENT 900
72
FAN BLADE CLEANING

Purpose
To maintain the efficiency of the fan it is necessary to clean the fan blades and
fan outlet guide vanes (OGV s) at regular intervals.
Description
The procedure is fully described in the AMM 720000 and is briefly described
below:
Follow all applicable Warnings and Cautions.
Note:
Depending upon the outside air temperature the washing fluid is a mixture of
demineralized water, washing fluid (OM1070) and monopropylene glycol
(OM - 1076). Follow the AMM procedure for the applicable ratios.
S Use a clean lintfree cloth soaked in the cleaning solution to clean the LP
compressor blades. Makesure you apply the cleaning solution to the front
andthe aft of the blades, and that the blade to becleaned is at bottom dead
center.
S Let the cleaning solution stay on the surface of theblades for 15 minutes.
S Use a clean lintfree cloth soaked in demineralized or distilled water to
remove the cleaning solution fromthe surface of the blades
S Examine the blades for dirty areas
S If they are not sufficiently clean, repeat the cleaning procedure again
S Repeat this process for the fan OGV s.
NOTE:
1. It is important that the fan blades are cleaned at bottom dead center to
avoid any dirt migrating into the blade dovetail root area.
2. Most the dirt tends to stay on the suction face (rear) of the fan blade and
particular attention should be given to this area.
3. Mix the washing fluid at regular 30 minute intervals
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Figure 31
FRA US/T
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Sep 10, 2008
Fan Blade Cleaning

15 |72 |L2
Page 65
POWER PLANT
ENGINE
A380
RR TRENT 900
72
INSPECTION OF LPC BLADE & ANNULUS FILLERS

(AMM 723141)
WARNING:
Annulus Filler Inspection:

Examine the annulus fillers for the following:
S Cracks
S Bends
S Distortion
S Nicks
S Scores
S Dents
S Missing or split air seals
If the annulus fillers are removed then the hooks and ribs should also be
checked for nicks and dents.
Cracks, bends and distortion are not allowed. Refer to the AMM for all other
damage limits.
YOU MUST MAKE SURE THAT THE APPLICABLE COVERS

ARE INSTALLED TO THE REAR OF THE ENGINE. THE
MOVEMENT OF AIR THROUGH THE ENGINE CAN CAUSE
THE LP COMPRESSOR TO TURN VERY QUICKLY AND
CAUSE INJURY.
Preparation:
Before carrying out the Inspection carry out the following:
S Put a suitable access platform in a safe position
S Put a protective rug into the air inlet cowl. (Make sure the red warning
flagcan be seen externally of the air intake).
S Install the Immobiliser - LP compressor rotor to prevent movement
Fan Blade Inspection

The blade airfoil surfaces should be inspected for the following types of
damage:
S Cracks
S Blade tip & adjacent airfoil surface heat discolouration
S Arcburns
S Scratches & dents
S Nicks
S Blade bends
NOTE:
Annulus fillers that are rejected should be replaced with

components that are the same weight or almost the same
weight.
Cracks and arcburns are not permitted and the affected blades
must be replaced.
Refer to the Aircraft Maintenance Manual limits for all other damage.
NOTE:
NOTE:
The blade is divided into separate areas with different limits for
each.
NOTE:
In addition to the normal limits for blade bends, there are fly on
limits the blade must be replaced within 125 hours or 25 flights
(whichever occurs first).
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Figure 32
FRA US/T
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Sep 10, 2008
LPC Blade Inspection

16 |72 |L3
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POWER PLANT
ENGINE
A380
RR TRENT 900
72
REMOVAL /INSTALLATION OF THE SPINNER & FAIRING

(AMM 723541)
WARNING:
YOU MUST MAKE SURE THAT THE APPLICABLE COVERS

ARE INSTALLED TO THE REAR OF THE ENGINE. THE
MOVEMENT OF AIR THROUGH THE ENGINE CAN CAUSE
THE LP COMPRESSOR TO TURN VERY QUICKLY AND
CAUSE INJURY.
Preparation:
S Put a suitable access platform in a safe position
S Put a protective rug into the air inlet cowl. (Make sure the red warning flag
can be seen externally of the air intake).
S Install the Immobiliser (HU44211) - LP compressor rotor to prevent
movement
Installation Procedure
The installation procedure is the reverse of the removal procedure but you
must make sure of the following points.
1. Align the timing pin on the spinner with the hole on the rear spinner
2. Torque all bolts to the value stated in the AMM.
3. Make sure all equipment is removed and the aircraft is put back to the
correct configuration.
Removal Procedure:
The component weights are as follows:
fairing 2.40 Kg (5.3 lb)
spinner 10.52 Kg (23.21 lb)
4. Using a temporary marker make an alignment mark across the fairing,
spinner, rear spinner and annulus filler
5. Remove the attaching screws and remove the fairing.
6. Remove the bolts and brackets securing the spinner
7. Install the guide pins (HU44265) Make sure the groove points up (this is to
catch the spinner when it is released from the support ring).
8. Install four of the removed bolts in the four extraction bushes and turn the
four bolts in equal increments to release the spinner
9. Carefully remove the spinner from the guide pins
10.Put the spinner rear edge down on to an applicable flat surface.
NOTE:
CAUTION:
FRA US/T
YOU MUST NOT HOLD THE NOSE CAP WHEN YOU

REMOVE/INSTALL THE AIR INTAKE SPINNER. YOU CAN
CAUSE DAMAGE TO THE SPINNER.
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POWER PLANT
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Figure 33
FRA US/T
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Sep 10, 2008
Spinner Fairing Removal

17 |72 |L3
Page 69
POWER PLANT
ENGINE
A380
RR TRENT 900
72
REMOVAL /INSTALLATION OF THE REAR SPINNER

(723541)
Removal Procedure:
NOTE:
The spinner weights 21.32 Kg (47.0 lb)
Make a record of the positions of any compensation balance weights that are
installed on the balance flange
Install the lifting tool handles (HU44445) on the front flange of the rear spinner
Hold the rear spinner and remove the attaching bolts and washers
Install the guide pins (HU44265), making sure the groove points up.
Install four of the removed bolts in the four extraction bushes and turn the four
bolts in equal increments to release the rear spinner
Remove the rear spinner from the guide pins
Put the rear spinner rear edge down on to an applicable flat surface
The installation procedure is the reverse of the removal procedure but you
must make sure of the following points.
Install the lifting tool handles (HU44445) on to the front flange of the rear
spinner
Align the timing pin on the rear spinner with the timing pin hole in the LP
compressor disc
Torque all bolts to the value stated in the AMM.
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POWER PLANT
ENGINE
Figure 34
FRA US/T
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Sep 10, 2008
Rear Spinner Removal

18 |72 |L3
Page 71
POWER PLANT
ENGINE
A380
RR TRENT 900
72
REMOVAL / INSTALLATION OF THE ANNULUS FILLER

(723141)
Removal Procedure
4. Using a temporary marker identify the location of each fan blade and each
annulus filler
5. To remove the annulus filler, pull the annulus fillers forward to disengage
the hooks from the LP compressor disc, then turn the annulus filler in the
direction of its curve to clear the blades
6. Remove the two annulus fillers on each side of the blade to be removed.
1. Make sure all grease and debris has been removed from the seals and
mating blade aerofoil surfaces
2. Lubricate the rubber seals with 1 part compressor washing fluid (OMat
1070) mixed with 4 parts water
Engine Oil can be applied if core washing detergent is not
available
3. Install the annulus fillers in their initial positions
NOTE:
A maximum of 5 replacement annulus fillers can be installed

without a change to the positions of the full set. If new annulus
fillers are installed, the moment weight of each replacement must
be no more than +10/-10 grams of the removed filler.
4. Make sure the lugs of the annulus filler are fully engaged in the lugs of the
LP compressor disc.
5. Make sure the annulus fillers are aligned at the forward end and that the
rear is located below the rear air seal
NOTE:
The information on the annulus filler including serial number, part

number and weight, is found on the underside at the rear.
NOTE:
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Figure 35
FRA US/T
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Sep 10, 2008
LP Compresssor Blade Removal

19 |72 |L3
Page 73
POWER PLANT
ENGINE
A380
RR TRENT 900
72
REMOVAL/INSTALLATION OF THE FAN BLADE

(723141)
Installation Procedure:
WARNING:
YOU MUST USE APPLICABLE GLOVES WHEN YOU HOLD

THE FAN BLADES. THE LEADING EDGES OF THE BLADES
CAN CAUSE INJURY.
WARNING:
YOU MUST MAKE SURE YOU CAN HOLD THE WEIGHT OF

THE COMPONENT BEFORE YOU REMOVE /INSTALL IT. IT IS
HEAVY AND CAN CAUSE INJURY TO PERSONS AND
DAMAGE EQUIPMENT.
CAUTION:
YOU MUST MAKE SURE THE BLADES DO NOT TOUCH

ADJACENT BLADES AS DAMAGE CAN BE CAUSED IF THE
BLADES TOUCH.
NOTE:
The LP Compressor Blade weighs 15.2 Kg (33.5 lb)
Removal Procedure
1. Turn the LP rotor so that the blade to be removed is at Bottom Dead Centre
(BDC) and install Immobilizer HU44079 to prevent movement of the out of
balance fan assembly.
2. Using extracter HU29255 & adapter HU37594 remove the chocking pad
and slider
3. Lift the blade to disengage the shear key then carefully pull the blade
forward to remove it.
4. Record the radial moment weight of the blade.
BEFORE INSTALLING THE BLADE ALL UNWANTED

MATERIAL MUST BE ROVED FROM THE BLADE DOVETAIL
AND THE GROOVE IN THE DISC. THE DRY FILM LUBRICANT
SHOULD BE INSPECTED AND REPAIRED AS NECESSARY .
IF YOU DO NOT DO THIS N1 VIBRATION CAN OCCUR.
1. If a different blade is being fitted then the Moment Weight Difference
(MWD) must be calculated.
2. If the MWD is between +80 and 80 oz.in then the installation can proceed.
3. If the MWD is more than +80 and 80 oz.in, then the procedure should be
followed to remove the blade opposite to the initial blade removed.
4. Install the blade into the slot until the shear key engages.
5. Put the slider assembly into the opening of the disc groove above the
blade, push it rearward then fully install using a nylon faced mallet.
On completion a vibration survey & fan trim balance is required, unless:
A. You have replaced no more than 3 blades and the MWD is between +8
and 8 oz.in of the blade it replaces.
B. You have replaced no more than 5 annulus fillers and the weight
difference is between +10 and 10 grams of the annulus filler it
replaces.
CAUTION:
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Figure 36
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LP Compressor Blade Removal

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FAN TRIM BALANCE

Reason for the Job:
Some repair work, including fan blade replacement, can affect the balance of
the Low Pressure (LP) Compressor. The balance of the fan can also change
with time as the engine wears. A fan that is not balanced causes engine
vibration.
Trim Balance Methods
There are two methods of fan trim balance in the AMM:
S .The OneShot Trim Balance
S Trial Weight Trim Balance.
The oneshot method uses the data recorded by the Engine Monitoring Unit
(EMU) during flight or ground runs and gives the necessary information in order
for the trim balance weights to be installed in the correct positions to reduce the
level of vibration of the fan assembly.
Flight data should be used where possible, particularly if the fan
vibration has been changing with time. Ground data is normally
used if components on the fan have been changed or repaired
since the last flight.
The trial weight method is used if the oneshot method is not giving good
results and fan vibration remains high. Occasionally some engines exhibit
different vibration characteristics to the majority of engines and generic
coefficients cannot be used.
NOTE:
There are 60 positions where trim balance bolts can be installed.

The hole positions are numbered counterclockwise, when you
look at the engine from the front. Their numbers start from the
asterisk that identifies hole position No.1.
Description:
There is only one part number for trim balance weights. When required, the
standard bolt is removed and replaced by a trim balance weight.
The trim balance weights can be identified by the part number on the bolt head,
when installed in the rear spinner.
Removal of a standard bolt and installation of a trim balance bolt increases the
mass of the assembly by 13.32 g (0.470 oz.)
Mass of standard bolt = 12.36 g (0.436 oz.)
Mass of trim balance bolt = 25.68 g (0.906 oz.)
NOTE:
Fan Trim Balance Weights

The fan trim balance weights are installed on the rear spinner outer
circumference near the rear edge. The bolt holes contain either standard bolts
or trim balance bolts. All trim balance bolts are the same weight and have the
same part number (the part numbers of the bolts are vibroengraved on the
bolt head).
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BALANCE-WEIGHT ASSEMBLY
STANDARD BOLT ASSEMBLY
Figure 37
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Fan Trim Balance Weights Position

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BORESCOPE ACCESS PORTS

Description
To inspect the gas path of the engine there are many borescope access ports
provided as follows:
S IP Compressor - 4 ports
S HP Compressor - 4 ports
S Combustion Chamber - 6 ports
S HP turbine - 2 ports
S IP turbine - 2 ports
S LP turbine - 5 ports
On the turbine section some ports are used to inspect HP/IP or
IP/LP stage 1.
There are a total of 21 borescope access ports, all of which are located on the
right side of the engine except for the combustion chamber ports which are
located radially around the combustion case.
NOTE:
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Figure 38
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Borescope Access Ports

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IP COMPRESSOR BORESCOPE ACCESS

Borescope Plug Removal:
The procedure that follows is the same for the blanking plugs at positions.
IP3S, IP5S, IP7S .
IP3S, IP5S, IP7S:
Remove the two retaining bolts and using impact extractor HU29255 and
adapter HU51166, remove the blanking plug.
IP1S
Remove the two retaining bolts and remove the blanking plug.
Borescope Plug Installation:
On completion of the inspection carry out the following actions:
Clean the mating faces of the blanking plugs and the IP compressor case
(AMM Task 702001100802)
Use a brush to apply a thin layer of Omat 462 antiseize compound to the
location surface of the plug end and the mating faces of the blanking plug and
IP compressor case.
Put the blanking plug into position in the IP compressor case and install the
bolts.
YOU MUST NOT USE THE BOLTS TO PULL THE BLANKING
PLUGS INTO POSITION. IF YOU DO, YOU CAN CAUSE
DAMAGE TO THE PLUG AND ENGINE.
Torque the bolts to the figure given in the AMM
CAUTION:
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Figure 39
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IP Compressor Borescope Plugs

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HP COMPRESSOR BORESCOPE ACCESS

Borescope Plug Removal
The procedure that follows is the same for the blanking plugs at positions HP
inlet, HP1S, HP2S. A different extractor adapter is used for HP5S blanking
plug.
HP inlet, HP1S, HP2S:
HP5S
Borescope Plug Installation:
Clean the mating faces of the blanking plugs and the HP compressor case
(AMM Task 702001100802)
Use a brush to apply a thin layer of Omat 462 antiseize compund to the
location surface of the plug end and the mating faces of the blanking plug and
HP compressor case.
Put the blanking plug into position in the HP compressor case and install the
bolts.
NOTE:
On the HP5S blanking plug, install a new face seal on the plug
before installation.
YOU MUST NOT USE THE BOLTS TO PULL THE BLANKING

PLUGS INTO POSITION. IF YOU DO, YOU CAN CAUSE
DAMAGE TO THE PLUG AND ENGINE.
Torque the bolts to the figure given in the AMM
CAUTION:
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Figure 40
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HP Compressor Borescope Plugs

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72
COMBUSTION CHAMBER BORESCOPE ACCESS

Borescope Plug Removal / Installation
S Remove the HP compressor exit (T30) thermocouples (AMM Task
773312000801)
S Remove the bolts and using Impact Extractor HU29255 and Adapter
HU28499 remove the combustion borescope blanking plugs.
S Remove and discard the face seals from the blanking plugs.
S Carry out inspection.
S Install the HP compressor exit (T30) thermocouples (AMM Task
773312400801).
S Clean the mating faces of the blanking plugs and the combustion outer case
(AMM Task 702001100802).
S Install new face seals to the blanking plugs.
S Apply with a brush a thin layer of antiseize compound (Omat 462) to the
mating faces of the blanking plugs and the combustion outer case.
S Fit the blanking plugs into position.
CAUTION: YOU MUST NOT USE THE BOLTS TO PULL THE
BORESCOPE BLANKING PLUGS INTO POSITION. IF YOU
DO NOT OBEY THIS INSTRUCTION, DAMAGE TO THE PLUG
AND/OR ENGINE CAN OCCUR
S Torque the bolts to figure given in AMM
CAUTION:
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Figure 41
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Combustion Chamber Borescope Plugs

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HP TURBINE BORESCOPE ACCESS

HP NGV Borescope Plug Removal/Installation
S Remove the bolts, the blanking plate and the borescope access blanking
plug.
S Make sure the face seal has been removed with the cover Remove and
discard the face seal
S Clean the mating faces of the blanking plug and the combustion outer case
(Task 702001100802)
S Apply with a small bristle brush a thin layer of antiseize compound (OMat
462) to the plug thread
S Install the HP NGV borescope blanking plug in the combustion outer case
Align the plug end into its location by moving the central rod at the
hexagonal end of the plug
S Torque the HP NGV blanking plug to figure given in the AMM
S Clean the mating faces of the blanking cover and the combustion outer case
& install a new face seal on the cover
462) to the mating faces of the cover and the combustion outer case
S Put the cover into position on the combustion outer case and install the
bolts
S Torque the bolts to the figure given in the AMM
IP Turbine Borescope Plug Removal/Installation

S Remove the IP Turbine borescope blanking plug
S Clean the mating faces of the blanking plug and the IP turbine case (Ref
Task 702001100802)
462) to the threads and the mating faces of the blanking plug
S Put the IP turbine blanking plug in the IP turbine case.
S Torque the HP NGV blanking plug to figure given in the AMM
LP Turbine Borescope Plug Removal/Installation
S Remove the LP borescope blanking plugs.
S Clean the end and mating faces of the LP blanking plug and the IP/LP
turbine cases (AMM Task 702001100802).
S Apply with a small bristled brush a thin layer of antisieze compound to the
location surface of the plug end and the mating faces of the blanking plug
and IP turbine case.
S Fit the LP blanking plugs in the turbine case.
S Torque the borescope plug to figure given in the AMM
POWER PLANT
ENGINE
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Figure 42
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Turbine Borescope Plugs

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72
TURNING THE LOW PRESSURE (L.P.) SYSTEM

(AMM 720000860801)
WARNING:
YOU MUST BE CAREFUL WHEN YOU DO WORK ON THE

ENGINE PARTS AFTER THE ENGINE IS SHUT DOWN. THE
ENGINE PARTS CAN STAY HOT FOR ALMOST 1 HOUR.
WARNING:
YOU MUST NOT TOUCH HOT PARTS WITHOUT

APPLICABLE GLOVES. HOT PARTS CAN CAUSE INJURY. IF
YOU GET AN INJURY PUT IT INTO COLD WATER FOR 10
MINUTES AND GET MEDICAL AID.
WARNING:
MAKE SURE THE APPLICABLE COVERS ARE INSTALLED TO

THE REAR OF THE ENGINE. THE MOVEMENT OF AIR
THROUGH THE ENGINE CAN CAUSE THE L.P.
COMPRESSOR TO TURN VERY QUICKLY AND CAUSE
INJURY.
WARNING:
YOU MUST USE APPLICABLE GLOVES ON YOUR HANDS

WHEN YOU HOLD THE LP COMPRESSOR BLADES. THE
LEADING EDGES OF THE BLADES CAN CAUSE AN INJURY
SAFETY PRECAUTION
Make sure engine has been shutdown for at least 5 minutes.
Turn the LP System

You must go into the air intake cowl to turn the L.P. system which can be
turned by hand.
Procedure:
S Position a suitable access platform in a safe position and install the Exhaust
Nozzle and Thrust Reverser Covers
S Position a suitable access platform in a safe position at the Engine Air
Intake Cowl. And install the inlet protective rug into position in the air intake
cowl. Make sure red warning flag of the mat can be seen externally of the
intake cowl.
S Enter the intake cowl. and turn the L.P. compressor with your hand.
When task is complete ensure all equipment tools and fixtures are removed.
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Figure 43
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Turbine the Low Pressure System

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TURNING THE INTERMEDIATE PRESSURE (IP) SYSTEM

(AMM 720000860802)
ATTENTION: Warnings and Cautions
Observe all Warnings and Cautions in the AMM.
Turn the IP System
The variable inlet guide vanes are normally at the fully open position when the
engine is shut down. If they are not fully open then the following procedure
should be used to so that the IP system turning tool can be installed.
If you do the procedure on an inboard engine, do the deactivation of the thrust
reverser.
YOU MUST MAKE THE THRUST REVERSER
UNSERVICEABLE (INSTALL AND SAFETY THE INHIBITION
DEVICE) BEFORE YOU DO WORK ON OR AROUND THE
THRUST REVERSER. IF YOU DO NOT INSTALL AND SAFETY
THE INHIBITION DEVICE YOU CAN CAUSE ACCIDENTAL
OPERATION AND/OR DAMAGE TO EQUIPMENT.
WARNING:
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Procedure
S Position a suitable access platform in a safe position and install the Exhaust
Nozzle and Thrust Reverser Covers
S Position a suitable access platform in a safe position at the Engine Air
Intake Cowl. And install the inlet protective rug into position in the air intake
cowl. Make sure red warning flag of the mat can be seen externally of the
intake cowl.
S Drain the variable Stator Vane Actuator (VSVA) fuel tubes at the interface
with the winged bib into a clean container.
S Remove the applicable gas generator fairings to get access to one of the
VSVAs.
S Install the VSV tool HU43122 onto the crankshaft and turn in an
anticlockwise direction to the fully open position
S Note: some more fuel may come out of the fuel tubes when the VSVAs are
moved.
S Note: The VSVAs and mechanism will go back to the closed position during
the next engine start or wet motor.
S Remove the VSV tool HU43122 from the crankshaft
S Install the gas generator fairings removed for access
S Install the fuel tubes to the winged bib and torque the end fittings to
6.1m.daN (44.98 lbf.ft) (Task 705100910801)
S Access to the IP rotor is from the engine intake reaching through the LP
Compressor (fan) blades.
S Install the immobiliser (TBD) to prevent movement of the LP Compressor
Rotor.
S Carefully put the turning tool (HU43985) through the LP compressor blades,
inlet guide vanes and variable inlet guide vanes to turn the IPC stage 1 rotor
blades.
S Push the turning tool against the leading edges of the 1st stage IP
compressor blades to turn the IP system as required
Do the fuel & oil leak check on the fuel tubes.
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Figure 44
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Turning the IP System

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TURNING THE HP SHAFT

The HP rotor provides the drive to the external gearbox and this is utilised for
turning the rotor.
Procedure
Observe all Warnings and Cautions
S Remove the bolts and washers and the blanking plate from the front of the
gearbox
S Remove and discard the seal ring
S Carefully install the turning tool (HU43923) into the gearbox and attach with
the slave bolts
S Use an applicable wrench to turn the turning tool. This will turn the HP
system through the external gearbox
YOU MUST NOT EXCEED THE TURNING TORQUE VALUE
GIVEN IN THE AMM. IF YOU DO NOT OBEY THIS
INSTRUCTION DAMAGE TO THE ENGINE AND/OR TOOL
CAN OCCUR.
S On completion of the turning operation, carefully remove the turning tool.
S Install a new seal ring on the blanking plate.
S Put the blanking plate into position on the gearbox and install the bolts and
washers
Torque the bolts to the figure given in the AMM.
CAUTION:
After performing the handcrank procedure, it is an idle leak test

to perform.
NOTE:
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Figure 45
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Turning the High Presure System

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RADIAL DRIVE SHAFT REMOVAL/INSTALLATION

(AMM 726143)
Removal Procedure
The procedure is contained in the AMM but the main points are as follows:
S Observe all the relevant safety precautions
S On the OMT, get access to the Power Distribution Control management
pages and Open, safety/lock and tag the relevant circuit breakers.
S Open the fan and fan exhaust cowls
S Remove the lower splitter fairing
S Remove the bolts & segments and disengage the lower shroud from the
input drive bevel housing
S Remove the bolts and washers and disconnect the upper shroud from the
intermediate gearbox housing
S Disconnect the driveshaft from the driven bevel gearshaft:
Remove the driveshaft attachment bolts and nuts
Turn the coupling half a spline on the gearshaft
Move the coupling and drive shaft adapter up the gearshaft
S Carefully remove the driveshaft, shrouds, adapter and coupling from the
engine
Keep the driveshaft, adapter and coupling together as a set they are a balanced set and identified by the same S/No.
S Inspect the weir seals on the driveshaft and coupling and repair as
necessary
NOTE:
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The installation procedure is the reverse of the removal procedure but the main
points are as follows:
S Lubricate the splines of the driveshaft, adapter and coupling with clean oil
(OMat1011)
S Loosely assemble the driveshaft, upper & lower shrouds and install new
seal rings on the upper & lower shrouds
S Install the coupling & adapter on the driven bevel gearshaft & move to the
highest point
S Keeping the shrouds retracted, move the top of the driveshaft up until it is
around the driven bevel gearshaft, then align the bottom of the driveshaft
with the driving bevel gearshaft and lower into position
S Turn the drive shaft and align the mark on the rim with the mark on the
adapter, move the adapter down to engage the splines
S Connect the driveshaft to the driven bevel gearshaft
Move the driveshaft and adapter up until just below the lowest groove on
the gearshaft
Move the coupling down and align its inner splines with the lowest
groove on the gearshaft. Turn the coupling to align its mark with the
driveshaft & adapter & install the bolts & nuts - torque the nuts
S Connect the upper and lower shrouds.
NOTE:
30 |72 |L3
After installing the upper shroud it is necessary to use pressing

tool HU43381 to push the lower shroud into the input drive bevel
housing.
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Figure 46
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Radial Drive Removal

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73
ATA 73 ENGINE FUEL & CONTROL

FADEC SYSTEM
FADEC FUNCTIONS:
Introduction
A Full Authority Digital Engine Control system (FADEC), together with the
aircraft systems, provides control for engine starting, shut down, power
management and engine instrumentation
The FADEC system is made of subsystems working together to form a closed
loop control system, maintaining efficient engine operation. The two channel
Engine Electronic Controller (EEC) uses embedded software to control
functions. It also has segregated and duplicated electrical circuits for engine
sensors, actuators and digital data busses to aircraft systems.
FADEC is used for engine control of the following:
S Fuel Metering Valve
S Minimum pressure and shutoff valve
S VSV actuators
S Handling bleed valves
S Ignition
S Starting: starter control valve and pneumatic starter
S Turbine Case Cooling
S Hydraulic pump offload solenoid (request to A/C system)
S Thrust Reverser (request to A/C system),
S Control engine start - pneumatic starter sequence, ignition, fuel & hydraulic
pump offload (as necessary).
S Control fuel and airflow to provide steady state and transient response for
all environmental conditions.
S Schedule engine power levels as necessary for aircraft operation.
S Schedule thrust reverser deploy and stow control
S Provide limit protection for N1, N2, N3, & P30 (plus EGT during ground
automatic start)
S Provide HP, IP & LP turbine tip clearance control
S Shutoff fuel in the event of an N1 or N2 overspeed or LP shaft breakage
S Shutoff or limit fuel flow (as permitted by the aircraft) in the event of thrust
control malfunction
S Provide autorelight (ignition) if a flameout occurs
S Provide recovery if an engine surge occurs
S Provide instrumentation, engine and control data to the aircraft for control
computers, cockpit displays, maintenance and data recorders.
POWER PLANT
ENGINE FUEL & CONTROL
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Figure 47
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FADEC System
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FADEC POWER SUPPLY ON GROUND

General Architecture
The FADEC (Full Authority Digital Engine Control) system accepts signals from
the various aircraft subsystems and the engine sensors.
These signals allow the FADEC to provide all the necessary features to control
the engine, command stow and deploy of the thrust reverser and to provide
engine data to the aircraft.
The system is composed of:
S the EEC (Engine Electronic Controller),
S the EMU (Engine Monitoring Unit).
The EEC is the FADEC central unit, which is a full authority, dual channel,
digital electronic control unit, interfacing with the aircraft and engine control
system components.
The EMU monitors engine vibration and engines condition. The inputs received
from the EEC and various engine and environmental sensors are analyzed by
the EMU, which generates a report on the engines condition and identifies
irregular engine data.
For maintenance purposes, the FADEC system can be energized from the
ENGine FADEC GrouND PoWeR P/BSW located on the overhead
maintenance panel. The EIPM (Engine Interface Power Management)
computer achieves the power supply command.
Supply on Ground
The power supply of the FADEC systems is controlled by the EIPM computer,
which supplies the electrical power from the aircraft to the FADEC systems.
When the engine is not running, the EEC gets its 115 VAC power supply from
the AC BUS 2 and the AC EMER BUS.
The EMU is supplied in 115 VAC from the AC BUS 2. The EIPM computer 1(2)
itself is supplied in 28 VDC from the DC BUS 1(2).
During onground maintenance operations, setting the FADEC GND PWR
P/BSW to ON allows the EEC to be energized for 10 minutes.
The EEC will stay permanently energized if the EEC INTERACTIVE mode is
set through the CMS (Central Maintenance System) during the 10 minutes.
Releasing out the FADEC GND PWR P/BSW cuts the EEC power supply.
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Figure 48
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FADEC General Architecture & Supply on Ground

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POWER PLANT
ENGINE FUEL AND CONTROL
A380
73
ELECTRONIC ENGINE CONTROLLER (EEC)

Location
The Electronic Engine Controller (EEC) is located on the upper left side of the
fan case at approximately the 10 oclock position.
Function
The main function of the EEC is to control the engine through all ground & flight
modes and environmental conditions.
Physical Description
The EEC is bolted through 4 antivibration mounts at each corner of the EEC
housing, to the mount brackets on the fan case. The EEC is grounded and
protected against Electro Magnetic Interference (EMI).
The unit has two almost identical housings, which contain the EEC channels, A
and B. Each control housing contains the power supply/input circuits, pressure
sensors and EEC channel circuits. The two EEC channels are isolated from
each other.
The power supply/input circuits regulate power for each channel of the EEC
from the aircraft and dedicated generator inputs. Each channel is provided with
a stable DC input.
There are 17 electrical receptacles on the EEC housing, 9 on the channel A
housing and 8 on the channel B housing. They connect to the mating
connectors from the aircraft and engine systems. They are keyed to prevent
incorrect fitment. The Data Entry Plug (DEP) receptacle is located on the
Channel B housing at the top of the EEC. The EEC harnesses are colour
coded, yellow stripes -ChA, green stripes - ChB.
Functional Description
The EEC is a microprocessor controlled digital unit, which has two channels of
operation, identified as Channel A and Channel B. Each channel is supplied
with inputs from the aircraft, FADEC system and cockpit sources. Each
channel can monitor and control the operation of the engine using torque
motors, solenoids and relays and transmit engine data to the aircraft. The EEC
also maintains and supplies data for fault analysis and output to other systems
on the aircraft.
One channel is the control computer (channel in control) while the other
channel is the standby computer. The control computer can access the input
interfaces of the standby computer and would stay in control if a related input
becomes defective. If there is a failure of the control computer circuits or power
supply, then control would be given to the standby computer, which then
becomes the control computer. The channel in control is normally alternated on
each engine run to make sure the circuits are used and to minimise the risk of
dormant faults. During start, between starter cutout and idle, the EEC will
select a channel change using the following selection procedure (in priority):
S If one channel has defects then the channel with no defects will get control.
S If both channels have defects, the channel in control when the defects are
found, will stay in control.
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Figure 49
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Engine Electronic Control

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DATA ENTRY PLUG (DEP)

Location
The Data Entry Plug (DEP) is located on the channel B housing of the EEC at
the top and fastened to the engine fancase by a lanyard.
Function
The EEC has been designed to control all possible configurations of the
engine, regardless of individual characteristics. The function of the DEP is to
supply the specific engine related data for EEC operation.
Description
The DEP is a dual channel memory device providing storage for Engine
specific performance and configuration information. The DEP consists of a plug
and housing, which contains two EEPROM (Electrically Erasable
Programmable Read Only Memory) devices located inside the plug, one for
each channel of the EEC.
Data Stored in the DEP
Both DEP EEPROMS are programmed with identical data:
S Engine Serial Number
S Engine Ratings Selection
S TPR/Thrust Trim Relationship
S EGT Trim
S Idle Trim
NOTE:
TPR Trim
The necessary TPR trim is calculated during the engine test to make the TPR
indications (at the cockpit) the same for all engines of the same build standard.
And changes the calibration of the engine thrust to TPR relation. This relation
can be different for each engine because of the manufacturing tolerances. The
data stored in the DEP gives the EEC the level of trim that is necessary for the
engine.
EGT Trim
The EGT trim factors the actual engine EGT to a lower value for display in the
cockpit. The EGT trim is calculated from data obtained during the engine
manufacturers type test to align approved EGT levels with the cockpit
indications.
Idle Trim
The EEC can trim the idle speeds for minimum and approach idle, as
necessary, for the aircraft operation. The data stored in the DEP gives the EEC
the trim levels that are necessary for this function.
The data in the EEPROM can be changed as required by the use

of a test set.
Engine Serial Number

The engine serial number is stored in the DEP so that the aircraft can identify
engine health data transmitted from the EEC.
Engine Rating selection
The EEC is programmed with all possible engine ratings. The data stored in the
DEP lets the EEC make the selection from memory of the applicable ratings for
the aircraft operation.
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Figure 50
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DEDICATED ALTERNATOR
Location
The unit is installed on the external gearbox front face and driven by direct
drive from the HP shaft (N3).
NOTE:
The primary source of N3 speed for vibration monitoring is

transmitted from the EEC Channel A to the Engine Monitoring
Unit (EMU).
Purpose
The purpose of the Dedicated Alternator is to provide the main source of power
to the EEC and provide a speed reference signal of the HP shaft speed (N3).
Description
The EEC dedicated alternator supplies threephase power for each EEC
Channel during engine operation. The alternator has four independent
windings, two isolated threephase outputs to operate the control electronics
and two singlephase outputs to supply the N3 speed for monitoring, control
and overspeed sensing.
A satisfactory power output is available to the EEC from the alternator at N3
speeds higher than approximately 8 percent. At N3 speeds between 5 and 8
percent the power supply to the EEC is from the alternator and the 115V AC
aircraft standby power.
The alternator is the assembly of a rotor and a stator.
The rotor is a cylinder, which contains a set of permanent magnets (below the
surface). It is assembled to the related output shaft on the gearbox module.
The stator is an outer cover, which contains two electrical windings in an
aluminium stator housing.
The rotor is aligned with the windings in the stator housing when the two parts
are assembled to the gearbox module. An electrical current is magnetically
induced in these windings when the rotor is turned.
Two electrical connectors (Ch A & Ch B) are attached to the bottom side of the
stator. The harness routing is to the EEC where they connect to their related
EEC Channels.
When the engine HP shaft turns it causes the gears in the external gearbox
module to turn. This causes the alternator rotor to turn. An electrical alternating
current then flows through the stator windings and alternator output harnesses.
The frequency of these voltages is in proportion to the N3 shaft speed.
At engine speeds higher than 8 percent N3, the output from the alternator only
is sufficient for the EEC to use (as regulated by the EEC power supply circuits).
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Figure 51
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Permanent Magnetic Alternator

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ENGINE FUEL & CONTROL;
ENGINE INDICATING
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ATA 73 ENGINE FUEL & CONTROL; ATA 77 ENGINE INDICATING

SHAFT SPEED MEASUREMENT
Introduction
There are three primary rotors in the engine known as the LP (Low Pressure),
IP (Intermediate Pressure) and HP (High Pressure) rotors. These rotate
independently of each other and consequently are measured independently
and shown as a percentage equivalent (N1, N2 and N3 rotor speeds) on the
ECAM displays.
Component Location
The following components are fitted in the system:
S The LP shaft phonic wheel (60 teeth) is installed to the rear of the roller
bearing inner race.
S The IP shaft phonic wheel (60 teeth) is installed on the IP compressor front
stubshaft.
S Four LP speed probes installed in the front bearing housing
S Four IP speed probes installed in the front bearing housing.
S Dedicated alternator installed on the front face of the external gearbox.
Description
N1 & N2 shaft speeds are measured using probes that interact with phonic
wheels. The output from the speed probes is sent to Channel A and Channel B
in the EEC. Two speed probes on each shaft output to Channel A and the other
two speed probes on each shaft output to Channel B.
N3 speed is supplied by the dedicated alternator, which is turned by the
gearbox and HP rotor. There are two separate single phase N3 speed windings
in the dedicated alternator which provide the N3 speed to both channel A and
channel B of the EEC. The EEC uses these speed inputs to facilitate speed
monitoring, engine control and overspeed sensing.
The EEC sends digital N1, N2, and N3 signals to the Aircraft for indication.
In the unlikely event of total loss of speed signals, the EEC generates a
synthesised N1 and N2 to support cockpit indication and N3 to maintain
transient control.
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ENGINE FUEL & CONTROL;
ENGINE INDICATING
Figure 52
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Shaft Speed Component Location

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ENGINE PROTECTION SYSTEMS

Introduction
The Protection System is incorporated into the EEC and provides hardware to
perform the following functions:
S LP & IP Rotor Overspeed protection
S LP Turbine Overspeed protection
S TCM (Thrust Control Malfunction) protection
LP & IP Rotor Overspeed System
The EEC monitors the LP & IP compressor shaft speeds (N1 & N2). If the
measured values are above the defined limits, overspeed of the engine is
detected and the engine is automatically shut down.
Turbine Overspeed System (TOS)
The EEC compares the LP compressor speed with the LP Turbine speed. If the
speed difference is more than the limit, it is an indication of a shaft breakage
and the engine is automatically shutdown.
System Operation
Each channel of the EEC has a hardware protection system incorporated in it,
which is separate from the other EEC control functions.
Comparators are used to determine if an overspeed or TCM have exceeded
the threshold values. If set, a fuel shutoff or reduction command is sent to both
protection PALs (Programmable Array Logic) from the channel that has
detected the condition. The first set of this channels torque rail enable switches
are closed. The protection PAL determines if there is a request from the
opposite channel for fuel shutdown or reduction and if so, closes the second
set of enable switches. Combinational logic is then used to set the current
command required for fuel reduction or shutdown to the protection motor in the
Hydromechanical Unit (HMU).
In normal operation both sets of enable switches need to be closed before the
Protection system outputs to the protection motor in the HMU. In degraded
operation (power supply or processor failure), shutdown or fuel reduction can
be activated by one set of enable switches.
Thrust Control Malfunction (TCM)

The EEC monitors the engine thrust, both TPR (Turbofan Power Ratio) and N1
speed. If the actual thrust or N1 speed exceeds the commanded values in
excess of the limits, the TCM protection system will operate and will either
reduce engine power or shut the engine down automatically, depending upon
the aircraft speed and altitude. The Flight Controls Primary Computer (PRIM)
provides a discrete signal hardwired to the EEC which permits engine shut
down.
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Figure 53
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Engine Protection System

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P20/T20 PROBE
Description
The P20/T20 probe is installed inside the air intake cowl at 150 to right of top
dead centre when viewed from rear. The probe measures both engine intake
pressure and temperature.
T20
Temperature T20 is measured by two independent platinum resistance
elements. A small amount of air passes over the elements, whilst the rest of
the air passes straight through the probe. The two elements are wired one to
each channel of the EEC. The system performs compensation for probe self
heating effects and the change to measured temperature caused by the probe
heater. The EEC also carries out fault detection on the compensated values.
P20
The pressure signal offtake is just above where the main airstream flows
through the probe. A pipe passes through the body to the pressure connector
on the base plate and a single pipe connects the probe to the transducer in the
EEC.
P20 is measured by a single transducer, situated in channel A of the EEC. Its
output is available to channel B via cross channel communication. The P20
input is filtered to prevent noise degradation of the EEC performance and also
subjected to range checks.
Probe Heater
An electrical deicing heater element is configured around the probe powered
by Aircraft 115V supply. The EEC selects probe heat on and off dependent
upon the following:
Probe Heat selected ON if:
Aircraft is in flight and N1>10%
Or Aircraft is on ground and engine is producing thrust with N3>45% and
N1>10%
Probe Heat is selected OFF if:
Aircraft is in flight and engine is not producing thrust, with
N1 < 10%
Aircraft is on ground and engine is not producing thrust, with N3<45% or
N1<10%.
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Figure 54
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P20/T20 Probe
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EXHAUST GAS TEMPERATURE (EGT)

Introduction
The EGT is the temperature of the gas at the inlet to the LP turbine. The
thermocouples generate an electrical voltage proportional to the temperature at
the thermocouple. The thermocouples are connected in parallel in two groups
of 7 and an average value of the 7 thermocouples is sent to each channel of
the EEC.
The left side thermocouples are connected to EEC Ch A and the right side
thermocouples are connected to EEC Ch B.
The signal is transmitted to the cockpit to be displayed on the upper ECAM
display unit.
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Figure 55
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EGT Thermocouple System

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EXHAUST GAS TEMPERATURE (EGT) THERMOCOUPLE

Description
The EGT indicating system uses 14 thermocouple assemblies to measure EGT
(T44). The thermocouples are installed in the stage 1 LP turbine nozzle guide
vanes (LP1 NGV), through a transfer tube between the turbine case and the
LPT1 NGV. The transfer tube isolates the turbine case from the hot exhaust
gas in the LPT1 NGV.
Each thermocouple assembly consists of two sheathed elements positioned at
two different immersion depths within the LP1 NGVs. The outputs from the two
elements are balanced, paralleled and brought out to a common pair of
terminals to form a single thermocouple unit.
The thermocouple assemblies are connected using wires, one made from
Nickel Chromium (Chromel) and the other made from Nickel Aluminium
(Alumel). Each of these harnesses is connected to a terminal block. Two
electrical harnesses, one for Channel A and the other for Channel B connects
the terminal blocks to the EEC.
The received signal is trimmed by the EEC from data in the Data Entry Plug
(DEP), changed to a digital form and transmitted to the aircraft for display by
the ECAM system and the Engine Monitoring Unit (EMU).
EGT is used for the following:
S As a parameter for TPR
S Engine condition monitoring
S Engine starting
S Cockpit indication
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Figure 56
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EGT Thermocouple
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ENGINE MONITORING UNIT

Purpose
The purpose of the Engine Monitoring Unit (EMU) is to carry out vibration and
condition monitoring for the engine. The EMU receives inputs from the EEC
and various engine and environmental sensors. It analyses the data from these
inputs and provides reports on both normal and abnormal engine condition.
Location
The EMU is located on the upper left side of the fan case forward of the EEC.
Introduction
The EMU contains two processing units, both contained in a fire resistant box:
The Signal Processing Module (SPM) & the Main Processing Module (MPM)
The EMU has 4 operating modes as follows:
S Initialisation Mode
when power is supplied, various tests and operations are carried out to
check EMU health.
S Normal Mode
when EMU is fully operational
S Extreme Mode
when EMU operates outside a specified temperature range. Some SPM
& MPM functions are changed.
S Maintenance Mode
when engine is not running, allows maintenance staff to download data
and carry out software reprogramming.
Main Processing Module (MPM)

The MPM receives digital signals from the SPM and EEC.
The MPM carries out the following functions:
S Software reprogramming
New & updated programs are entered into the MRM through the Up &
Down data loading system.
S EMU Builtin Test (BIT) function which it collates and sends to the EEC.
S Output EMU hardware and software standard.
S It performs onengine analysis of engine performance and health and
reports on any irregular engine data.
Signal Processing Module (SPM)

The SPM receives inputs for vibration, shaft speeds, engine pressures and oil
contamination. The 3 sources of inputs are:
S Direct inputs from environmental sensors
S Environmental sensor inputs via the EEC
S EEC processed data via the CAN data bus
NOTE:
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the CAN bus is an electrical connection that allows transfer of

digital data between the SPM, MPM and EEC.
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Figure 57
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Engine Monitoring Unit

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ENGINE MONITORING UNIT (EMU) INTERFACE

SPM Inputs
The SPM inputs include the following:
S Vibration indication from dual transducer
S Oil debris monitoring (EMCD)
S Engine Pressures: P20, P25, P50, P160
S Shaft Speeds (N1, N2, & N3)
S Engine Performance parameters
S Engine Control parameters (TPR, fuel flow etc)
S EEC Bite data
S Aircraft sourced data (altitude, flight phase etc)
SPM Outputs
The SPM outputs the following:
S Processes and stores Fan Trim Balance data
S Carries out broad level builtin test (BIT) of the EMU functions during start.
S Sends digital data to the MPM for monitoring and analysis
S Sends engine vibration data to the EEC through the CAN bus. The EEC
then outputs this data via the AFDX for cockpit display.
Sends oil debris alerts to the EEC through the CAN bus. The EEC then sends
this data via the AFDX for reporting in the cockpit.
MPM Outputs
Input data is analysed by a multisensor data fusion system, known as a Q
system. Computational methods are then used to identify abnormal engine
data and produce related reports as follows:
S Engine Novelty Reports showing abnormal engine data.
S EEC/Engine Incident Event Summaries and snapshot data
S Fan Damage Report
S EMU BITE data
S The processed data is output via the CAN to the EEC, which the EEC
addresses and sends out via the AFDX for:
S Status indication on the ECAM
S Storage on the aircraft e.g. Engine Novelty Reports
S Output through ACARS e.g. Engine Incident Event Summaries & Snapshot
data.
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Figure 58
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EMU Inputs/Outputs
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VIBRATION TRANSDUCER
T25 THERMOCOUPLE
The vibration transducer is mounted on the right side of the intermediate case
on the end of the No. 2 vane on the upper right side.
The vibration transducer is a dual output accelerometer. It contains two
peizoelectric crystal stack elements, each with a mechanical load of
electrically insulated seismic mass. Each element has a mineral insulated
electrical lead, which connects them to an engine harness. The harness
connects the transducer to the Engine Monitoring Unit (EMU).
The vibration signals to the EMU are used in two ways:
S The engine vibration is sent to the EEC, which sends the signal to the
ECAM for cockpit display.
S The EMU uses the signals to do onboard analysis to give information on
engine performance, general health and any irregular engine data.
The input parameter T25 provides a measure of IP compressor outlet

temperature. T25 is used solely for engine condition monitoring.
One single element thermocouple provides an input to Channel B and the
processed temperature is available to Channel A. The T25 thermocouple is
installed on the right side of the intermediate case in the No. 2 vane.
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Figure 59
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Vibration Transducer & T25 Thermocouple

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T30 THERMOCOUPLE
The input parameter T30 provides a measure of HP compressor outlet
temperature. There are two single element thermocouples per engine. The two
separate signals are input into each channel of the EEC. Under normal
operating conditions the EEC averages the two signals. If one signal is lost, the
EEC will use the other signal.
T30 is used for:
S Engine condition monitoring
S Detection of rain/hail ingestion
S Engine starting
The T30 thermocouples are installed in two of the combustion borescope ports.
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Figure 60
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T30 Thermocouple
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ENGINE MASTER CONTROL OPERATION

General
The ENGine MASTER lever located on the center pedestal interfaces with the
fuel system and the FADEC system.
Note that the engine FIRE pushbutton also acts on the LP fuel valve.
On the fuel system, the ENGine MASTER lever acts on the LP valve and
MPSOV (Minimum Pressure ShutOff Valve).
On the FADEC system, the ENGine MASTER lever is used for the starting
mode selection and the EEC (Engine Electronic Controller) memory reset
purposes.
Low Pressure fuel valve And Airframe Shut Down Solenoid

The MASTER lever is directly hardwired to the airframe shut down solenoid of
the HMU. It controls also the Low Pressure fuel valve through the engine
master switch relay.
Setting the switch from the ON to the OFF position directly energizes the
airframe shut down solenoid then the MPSOV moves to the close position.
After one minute, the power off relay de energized the solenoid in order to
avoid heat dissipation into the HMU.
This gives the independent authority to close the MPSOV regardless of the
EEC command.
ENGine MASTER and EEC reset

Moving the MASTER lever from ON to the OFF position, closes both
channel reset discrete contacts, resetting both EEC channels; all data stored in
the EEC memory will be cleared.
ENGine MASTER FAULT light
The amber FAULT light installed located on the ENGine MASTER lever
indicates a disagreement between the MPSOV poition and its commanded
position.
The Master lever FAULT light is managed by the EIPM, based on the digital
data received from the related EEC via the IOM.
ENGine MASTER and netwok Interface

The MASTER Lever is directly hardwired to each channel of the EEC.
Then each channel sends its own discrete signal via the EEC internal data bus
to the other channel.
This signal is used to keep the MASTER Lever position readable into the EEC
in case of AFDX failure.
The MASTER lever is also hardwired to the IOM and interfaces with the EEC
through the ADCN.
The MASTER Lever uses the ADCN signals as source to arbitrate in case of
disagreement between network signals or discrete signals into the EEC.
The MASTER Lever signal acts on the metering valve servo valve of the HMU,
which is the second device to turn on or off the MPSOV.
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Figure 61
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Engine Master Control Operation

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ENGINE CONTROLS
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ATA 76 ENGINE CONTROLS

THROTTLE CONTROL ASSEMBLY COMPONENT DESCRIPTION
General
The TCA (Throttle Control Assembly) design is based on a modular concept.
It is composed of 4 independent assemblies (two inboard assemblies and two
outboard assemblies), each one dedicated to one engine.
Each assembly is composed of:
S A housing,
S A throttle lever,
S A thrust reverser lever (inboard assemblies, engines 2 and 3),
S A/THR instinctive disconnect push button (outboard assemblies, engines 1
and 4),
Electrical connectors.
Sensing Devices
The primary function of the TCA is to sense the commands and to generate
electric signals. This positional information is received by several A/C systems.
The throttle control lever sensing devices are composed of 4 independent
groups of 2 resolvers, and 4 independent groups of 3 potentiometers.
The thrust reverser lever deployed order (inboard levers only) is provided by
means of a switch (one per lever).
These 2 switches signals are obtained through one track of potentiometers.
Throttle Levers and Thrust Reverser levers Detents Points and Stops
Thrust reverser lever detent point and stops are located as follows:
Modulation of Engine Thrust

Except during A/THR mode, control of the forward thrust of each engine shall
be achieved by modulation of the related throttle lever position.
The throttle levers can only be moved manually.
The throttles move over a sector divided into three areas separated by unique
positions.
The rating selection is achieved by setting the thrust levers in the
predetermined detent point, which divide the sector.
The four throttle levers can be moved independently.
Each detent point gives the limit mode for each engine rating.
Reverse Mode
Control of the reverse thrust of either engine 2 or 3 is achieved by modulation
of thrust reverser levers fitted on the throttle lever inboard assemblies.
Control of the stow/deploy sequence is achieved when the thrust reverser
levers are in reverse area.
As in forward mode, the thrust reverser levers can be moved independently.
When the throttle levers are not at idle, the thrust reverser levers are
mechanically locked in the stowed position.
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Figure 62
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Throttle Control Assembly Component Description

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Inboard and Outboard Assemblies

There are internal mechanical features that are installed into each inboard and
outboard assembly, which are:
S The Artificial force feel device (friction force),
S The soft detent device, related to several thrust settings,
S The interlock mechanism (inboard assemblies only).
There are internal electrical features that are installed into each inboard and
outboard assembly, which are:
S The 3 potentiometers and one switch (inboard assemblies) which are
installed inside the TTU (Throttle Transducer Unit),
S The 2 resolvers,
S A/THR push button switch (outboard assemblies),
S The electrical connectors.
Interlock Mechanism
This mechanism is implemented only on inboard assemblies.
The purpose of the interlock mechanism is to prevent thrust reverser levers
movement from the stowed position if one of the throttle levers is out of the
forward idle position.
The interlock also has the following functionalities:
S Prevent the throttle lever movement forward or backward from idle position
if reverse lever is raised.
S Automatic recall of the throttle lever to IDLE when thrust reverser lever is
moved.
S Automatic recall of the thrust reverser lever to neutral when the throttle
levers are moved from IDLE and when thrust reverser levers are positioned
between 0_ and 10_.
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ENGINE CONTROLS
Figure 63
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Inboard Assemblies
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THROTTLE CONTROL ASSEMBLY INTERFACES

Genreal
Modulation of engine thrust and selection of the thrust limit mode functions are
achieved using throttle position lever sent by resolvers and potentiometers.
For each throttle lever:
S Each of the two resolvers transmits the angle information of the throttle
lever to the A and B channels of the EEC (crosscommunicated to the other
channel).
The EEC supplies 6 VAC power to the resolvers.
S Each potentiometer transmits the angle information of the thrust lever to
each PRIM.
The PRIM (primary system) supplies 10 VDC power to the potentiometers
For each thrust reverser lever:
The reverse position switch sends a discrete signal via the EIPM (Engine
Interface Power Management) to control the ETRAC (Engine Thrust Reverser
Actuator Controller) power.
In addition of the two resolvers signal, the EEC receives, via the AFDX
(Avionics Full Duplex Switched Ethernet) network, three digital throttle angle
values coming from the three PRIMs.
PRIM potentiometer information is used to consolidate resolver signal
selection.
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Throttle Position Selection Logic

To measure the Throttle position, the EEC has 5 sources of Throttle angle
measurement:
2 Resolvers (one analog signal per channel, crosscommunicated to the other
channel).
3 Potentiometers signals (sensed by Flight Controls Primary Computers)
received from AFDX Network.
Based on the 5 sources of throttle position, the EEC does the following logical
selection:
Resolver and Potentiometers signals are all validated by the EEC (range &
consistency checks).
The resolvers are selected if they are both validated and agreed by each other
(digital information from potentiometers are disregarded).
When both resolvers are in disagreement, then the potentiometers are used as
a referee to identify which resolver has failed.
Then, the EEC selects the valid resolver.
If there is a disagreement between a single resolver and the potentiometers,
then the potentiometers are selected (via AFDX).
Instinctive Disconnect Push Button Interface
The disengagement of the A/THR function can be done manually through
action on the instinctive disconnect push buttons on the throttle levers.
Both Instinctive Disconnects (A/THR disengagement) are directly hardwired to
each EEC.
The EEC receives also this signal as an AFDX information from the PRIM.
The FADEC Autothrust Function is inhibited until the next EEC reset if the
Autothrust Instinctive Diconnect signal is asserted continuously for more than
15 seconds.
The ESS BUS and DC 2 BUS supply 28 VDC power to the instinctive
disconnect pushbutton.
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Throttle Control Assembly Interfaces

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ATA 77 ENGINE INDCIATING

ENGINE POWER PHILOSOPHY
General
The engine thrust is the result of several cockpit settings. To meter the fuel
flow, according to its own laws, the EEC (Engine Electronic Controller) takes
into account:
S The throttle control levers positions,
S The AFS (Auto Flight System) commands,
S The KCCU (Keyboard and Cursor Control Unit) takeoff data input by the
flight crew.
The command signals and other relevant input signals are processed within the
EEC.
Output EEC control signals are transmitted to the engine HMU (Hydro
Mechanical Unit) to be converted in fuel flow and through the ACUTE (Airbus
Cockpit Universal Thrust Emulator) for the indication of the thrust parameters.
The EEC sends to the CDS (Control and Display System) the thrust that must
be indicated via the Aircraft AFDX (Avionics Full Duplex Switched Ethernet)
network.
Manual thrust and Autothrust
Two thrust setting philosophies are used in order to obtain the required thrust,
manual and automatic modes.
In the manual mode, the EEC receives a command signal from the TRA
(Throttle Resolver Angle), to set the thrust.
Alternatively, when the A/THR (AutoTHRust) is activated, the EEC sets the
thrust by taking into account:
S The N1 target from the AFS and,
S The TRA, for thrust limitation and to set the thrust limit mode.
During TakeOff the A/THR function is engaged but not active.
Memo Thrust Mode
This is a transitive mode of thrust control between the autothrust mode and the
manual mode.
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When the autothrust mode is deactivated and the throttle levers are set on the
max continuous or max climb detent points, the EEC will enter the memo thrust
mode.
In this mode the EEC prior to the exiting autothrust mode locks the thrust
demand. This is to prevent potential thrust step changes, which may occur
when reverting from autothrust to manual mode.
Thrust Setting: TPR Mode and N1 Mode
There are two EEC internal thrust laws to meter the fuel flow.
The TPR (Turbofan Power Ratio) law is the normal operating mode to
compute the thrust. The selected parameters for TPR thrust control are:
S P20/T20: LP compressor inlet pressure/ temperature.
S P30: Combustor inlet pressure.
S EGT (Exhaust Gas Temperature): Low pressure turbine inlet temperature.
The N1 law is activated as a backup mode if the TPR mode fails.
In manual or in A/THR modes, the EEC dedicated to each engine adapts the
metered fuel flow to set the thrust. The EEC prevents the thrust from
exceeding the limit related to the throttle lever position in both manual and
automatic modes.
The EEC controls the engine to an N1 reversionary schedule as a result of
cockpit command (ALTerNate mode push button) or loss of TPR parameters.
There are two forms of N1 reversionary control:
S Rated N1 Reversionary Mode:
The TPR command is converted into a N1 command. The EEC calculates
N1 command using a simple comparison table N1 versus TPR and the
engine is controlled using this N1 command.
S Unrated N1 reversionary mode:
The EEC sets the forward idle detent position equal to idle N1 and the max
takeoff detent position equal to red line N1. The EEC then uses a
graphical comparison table such that the N1 versus TRA profile is
equivalent to the TPR versus TRA profile. The engine is then controlled
using this N1 command.
Either in TPR or in Rated or Unrated N1 mode, the manual mode or A/THR
mode can be achieved.
NOTE:
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A/THR mode is still available if no more than one engine is

reverted to N1 unrated.
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Engine Power Philosophy

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THRUST CONTROL FUNCTION OPERATION

Air Data Selection Logic
Engine signals (P0 and P20/T20) are compared by the EEC to the 3
independent ADIRUs (Air Data Inertial Reference Units) signals (PS, PT, TAT)
via the Aircraft AFDX network to be used as inputs for the air data selection
logic.
Engine P0 is measured by a single transducer, which is situated in the EEC.
The transducer measures the pressure P0 air pressure from Zone 1 as
undercowl pressure environment.
The Engine air data selection logic has the input of each of the three
parameters (P0, P20 and T20) of the EEC compared with each of the three
ADIRU parameters, which are:
S Ps (static pressure) equivalent to engine P0,
S Pt (total pressure) equivalent to engine P20,
S TAT (Total Air Temperature) equivalent to engine T20
The 3 ADIRUs plus the 4 EECs give a total of 7 available sources that are
compared and validated through the AFDX network, to compute the TPR or N1
command.
To make sure that the engine thrust symmetry or N1 symmetry and the
selection between the TPR and the N1 mode are related to the availability of air
data inputs to the EEC.
TPR actual Calculation
TPR actual is derived from the P20, P30, T20 and EGT parameters.
P20/T20 probe is installed in the Engine air intake forward of the fan.
The probe is electrically heated to prevent ice formation.
P30 (measure of the HP Compressor exit pressure) is used into the EEC to
calculate the TPR and to schedule fuel to the burners.
14 EGT thermocouples (low pressure turbine inlet temperature) supply a gas
temperature measurement. This temperature measurement is also used to
compute theTPR.
The value of TPR is calculated using the following relationship:
TGT
TPR + P30
P20 T20
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Reversionary Thrust Control

The Reversionary Thrust Control gives a backup control in the event that the
FADEC System can no longer support theTPR control.
The reversionary thrust control mode has the following settings:
Rated reversionary thrust control, which is selected when there is not enough
valid signals to calculate a TPR thrust setting demands.
Unrated reversionary thrust control, which is selected when there are not
enough valid parameters available to calculate the TPR thrust setting
demands.
Rated Reversion Thrust Control
Rated reversion is used when it is not possible to calculate an engine TPR
actual, but theTPR command can still be derived and so rated N1 is derived
from the TPR command.
The rated reversionary thrust control N1 command is calculated as the product
of T20 and TPR command and calculated mach number.
The EEC selects rated reversionary thrust control when one or more of the
following conditions are true:
S EGT measurement has been confirmed as Invalid.
S Selection of model P30 has been confirmed as Invalid.
S P30 measurement has been confirmed as Invalid.
S TPR measurement has been confirmed as Invalid.
S TPR control loop upward runaway is detected.
S P30 pipe fault detection has been confirmed.
S P30 pipe freezing has been detected.
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AIRBUS Cockpit Universal Thraust Emulator (ACUTE)

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Unrated Reversion Thrust Control

The unrated reversionary thrust control N1 command is selected as the
reversionary thrust control N1 command when it is not possible to calculate a
TPR demand.
The unrated reversionary thrust control N1 command is scheduled as a
function of TRA position and altitude.
The EEC selects unrated reversionary thrust control when one or more of the
following conditions are true:
S P0 signal has been confirmed as Invalid.
S P20 signal has been confirmed as Invalid.
S T20 signal has been confirmed as Invalid.
Autothrust Control
The AFS interfaces with the FADEC to give the autothrust function, including
the Alpha Floor protection.
The autothrust function can be engaged or disengaged according to the logic
implemented in the PRIMs computer. When engaged, the function is either
active or inactive.
Once engaged and active, the EEC uses the airframe N1 target to set the
engine power level. In normal mode, even if the A/THR sends an N1 target to
the engine, the THR is computed from the TPR.
Autothrust is operative in the TPR and ALTerNate (N1) modes.
The autothrust function can be engaged if the engines are not in the same
mode (TPR or N1).
The PRIM accepts the engine in ALTerNate N1 Unrated mode.
Autothrust Function Engagement / Disengagement / Activation

The engagement of the autothrust function can be accomplished manually or
automatically.
The autothrust function can be engaged manually through the A/THR push
button of the FCU (Flight Control Unit).
The autothrust function is automatically engaged when throttles are set in the
take off detent (it is associated to the engagement of the TAKEOFF / GO
AROUND mode of the autopilot) or when the Alpha Floor protection is
activated.
The disengagement of the autothrust function can be achieved:
S Manually via the instinctive disconnect pushbuttons located on the throttle
control levers (normal operation),
S Manually through the FCU autothrust pushbutton (if already engaged),
S Automatically when all (4) throttle control levers are selected at Idle,
S Automatically when all (2) thrust reverser levers are selected to reverse,
S Automatically when more than 1 engine is not in A/THR mode,
S Automatically in case of more than 1 Engine failure,
S Automatically in case of failure seen by the AFS.
In case of autothrust disengagement, each Engine is controlled in manual
mode, or in memo mode in the case of involuntary disconnection.
When autothrust is engaged it can be:
S Active: throttle control levers between IDLE and CLB (or MCT (Maximum
Continuous Thrust) with one engine failure) and at least one throttle at or
below CLB (with no engine failure). Thrust is controlled by the A/THR
function.
S Inactive: if all throttles are above CLB (or above MCT with one Engine
failure). Thrust is controlled by the throttle position.
ALPHA FLOOR: Autothrust Activation
In case of Alpha FLOOR detection the A/THR mode is automatically activated
and commands the TOGA thrust, regardless of the throttle lever position.
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Cockpit Thrust Display (ACUTE)

ACUTE (AIRBUS Cockpit Universal Thrust Emulator) is a percentage
indication of thrust.
The ACUTE function calculates percentage parameters from engine command
and thrust feedback parameters, for transmission to the airframe and
subsequent cockpit display.
The parameters are:
S THR Limit,
S THR Actual,
S THR Command,
S THR REF (Throttle),
S THR Idle,
S THR Max.
THR WML: Thrust windmilling is the THR achieved when engine in Wind
Milling (0%).
THR 100: Thrust 100 is the THR achieved when Throttle at TOGA and Bleed
Off (100%).
THR IDLE: Lowend of grey sector, corresponds to the THR achieved when
the engine is operating at Idle.
THR MAX: Highend of grey sector agrees with the THR achieved when
throttle at TOGA detent.
THR Actual: raw engine thrust corrected by engine drag.
The parameters THR100, THR Limit, THR Actual, THR Command, THR
Throttle, THR Idle, THR MAX, are sent to the airframe CDS through the AFDX
network.
When operating in Unrated N1 mode, the EEC THR parameters output sent to
the airframe CDS are not computed.
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Thrust Limit Modes and Thrust Rating Limit

The thrust limit modes (Max CLB, Derated Climb, Derated TakeOff, FLEXible
take off, MTO, MCT, GA, FlexGA), are calculated to show the engine thrust
setting mode from which the THR LIMIT (THRust Limit) value is computed.
The selected thrust limit mode is shown in the cockpit beside the thrust limit
value.
THR Limit value in N1 mode is the value of THR Limit calculated as derived for
N1 mode.
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AIRBUS Cockpit Universal Thrust Emulator (ACUTE)

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FADEC ARCHITECTURE & INTERFACE DESCRIPTION

FADEC Overview
The FADEC (Full Authority Digital Engine Control) system, together with
aircraft systems, gives the control for engine starting, shut down, power
management and engine indicating. The FADEC system is controlled and
monitored by an EEC (Engine Electronic Controller). The EEC is a dual
channel digital unit. The EEC reads inputs from the aircraft and the engine
systems and provides engine control and cockpit indications.
Output data from the channel A of the EEC is sent to the EIPM (Engine
Interface Power Management) computer via an ARINC 429 bus, for Backup
purpose. The EEC sends also a N1 ANALOG speed backup signal directly
wired to the EIPM. The N1 speed value is then forwarded to the IOM through
ARINC 429 bus.
Each channel of the EEC receives its own TRA (Throttle Resolver Angle)
analog signal from the Throttle Control Assembly, independently from the
AFDX network through two dedicated resolvers.
The A/THR (Autothrust) instinctive disconnect discrete signal is directly
hardwired to each channel of the EEC. Both A/THR instinctive disconnect P/Bs
are used by the flight crew to disengage the A/THR mode on all engines.
The EEC exchanges signals and data with the EMU (Engine Monitoring Unit).
The EMU analyses data from engine sensors such as pressure sensors,
accelerometers, tachometers and electrical magnetic chip detectors. The EMU
gives a report on the engine condition and identifies irregular data. Some
processed data are sent from the EMU to the EEC for cockpit display.
EEC acquires the following discrete signals from cockpit panels, through 4
IOMs (Input Output Module) and the ADCN (Avionics Data Communication
Network):
S Rotary selector CRANK/NORM/IGN START position
S ENG MAN START p/b switches status
S ENG ALTN MODE p/b switch status (for N1 Backup mode)
S MASTER lever position ON/OFF (one per engine), to initiate the Engine
Starting sequence (in Automatic Start) or to turn the fuel on (in Manual Start
or Wet crank).
A discrete signal is directly hardwired from the MASTER lever to each channel
of the EEC for EEC reset, and to keep the MASTER Lever position in case of
AFDX failure.
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The MASTER Lever FAULT light is managed by the EIPM, based on digital
data received from the related EECs (own and opposite), via the 4 IOMs.
EIPM sends a discrete signal to the ENG MASTER lever for fault light
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FADEC Overview
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EEC Aircraft Interfaces

EEC has digital interfaces, analog and discrete inputs/outputs.
EEC Digital Interfaces
The four EECs have digital interfaces with the aircraft systems through the
ADCN.
The IOMs transmit cockpit commands (Master Lever, Rotary Selector, N1 P/B,
Man Start P/B) and the EIPM and the AICU (AntiIce Control Unit) data to the
EEC.
The EIPMs receive, via the IOM, engine status data (speed, starting,
shutdown, reverse inhibition, reverse locked...) from the EEC own and opposite
data busses.
The AICU (AntiIcing Control Unit) receives, via the IOM, data on engine
running, maximum take off/go around, flex take off and derated take off limit
mode selected. It sends WAI/NAI (Wing AntiIce/Nacelle AntiIce) status to
the EEC for engine thrust modulation.
The EBAS (Engine Bleed Air System), the PADS (Pneumatic Air Distribution
System) and the OHDS (Overheat Detection System) are hosted in CPIOMA.
Those systems receive data from the EEC concerning:
S Engine status (engine starting and running, reverse operation) and starting
information for Pack closure,
S Engine pressure & temperatures (P0, P30, T30),
S Starter control valve position,
S Burst duct detection (to OHDS).
The EBAS, the PADS and the OHDS send data to the EEC concerning:
S Bleed configuration status,
S HP/IP Command,
S Bleed manifold Pressure,
S Crossbleed valves position,
S APU isolation valve.
The AVS (Avionics Ventilation System), the AGS (Air Generation System) and
the CPCS (Cabin Pressure Control System) are hosted in CPIOMB. The AVS
receives data from the EEC concerning the Engine Status (engine running/ not
running). The CPCS receives data from the EEC concerning the Engine
running, the engine takeoff power and the N1 speed. The AGS receives
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engine starting information for the closure demand of the pack valves from the
EEC.
The FWS (Flight Warning System) is hosted in CPIOMC: It receives engine
failures warning annunciation and engine status (speed, starting, shutdown,
reverse operation) from the EEC via the ADCN and from EIPM in back up with
ARINC 429 bus.
The WBBC (Weight and Balance Backup Computer), hosted in CPIOMC,
receives data on fuel used from the EEC.
The ATC (Air traffic Control) is hosted in CPIOMD1 and receives data from
the EEC on engine status (engine running, not running...).
The FQMS (Fuel Quantity Management System) is hosted in CPIOMF: It
receives Fuel used data from the EEC and sends fuel temperature data to the
EEC.
The LGERS (Landing Gear Extension Retraction System) is hosted in
CPIOMG: It sends wing and body landing gears status (for flight/ground
status computation) to the EEC.
The DSMS (Doors and Slides Management System) receives engine running
data from the EEC.
The EPGS (Electrical Power Generating System) receives data from the EEC
on the engine status (MASTER lever OFF, engine Start/crank sequence active)
and on engine speeds N3.
The PRIM (Flight controls and Guidance Computer) receives Engine status
(speed, starting, shutdown, reverse operation) and autothrust feedbacks
(actual thrust, commanded thrust, thrust limits...) from the EEC. It sends to the
EEC:
S Autothrust command,
S Autothrust engaged and active signals,
S Alpha floor protection,
S Throttle position (for consolidation of EEC signals),
S T/O mode selection input (Flex temperature, derated T/O levels, Derated
Climb levels),
S TCM (Thrust Control Malfunction) permission discrete command,
S Wheel speed (provision).
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EEC Digital Interfaces 1

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The AESS (Aircraft Environment Surveillance System) receives Engine

running, selected take off power and thrust data from the EEC.
The ADIRS (Air data and Inertial reference System) receives engine running
data and engine Ps, Pt, TAT (for consolidation of ADIRU internal parameters)
data from the EEC. The ADIRS sends air data parameters (Ps, Pt, TAT, M),
probe heat status (pitot, L/H static, TAT, AOA), and CAS (calibrated airspeed)
to the EEC. The ECB (APU controller) receives start sequence signal for the
APU boost from the EEC and sends APU availability signal (for bleed
configuration determination) to the EEC.
The SFCC (Slat/Flap Control Computer) sends slat/flap configuration (for
approach selection) to the EEC.
The CDS (Command and Display System) receives from the EEC:
S Engine Primary parameters (THR, N1, EGT),
S Engine secondary parameters (N2, N3, FF (Fuel Flow), Fuel Used, Oil
Quantity, Oil Temperature, Oil Pressure, Vibration levels),
S Engine status (speed, starting, shutdown, reverse operation).
The ACMS (Aircraft Condition Monitoring System) and the FDIAF (Flight Data
and Interface/Acquisition Function) are hosted in the CDAM (Centralized Data
Acquisition Module). Those systems receive engine data for performance and
trend monitoring, engine manufacturers reserved parameters, and EMU
advanced Maintenance reports.
The FDRS (Flight data Recording System), linked on the CDAM, receives data
from the EEC concerning:
S PS3, Regulated Pressure, Engine bleed demand/K factors,
S N1/TPR limit, N2, N3,
S Each thrust reverser position, and throttle / power lever position,
S EGT, oil quantity, Engine Vibration, oil temperature, and oil pressure,
S HP/LP fuel valve,
S Fuel flow, and derated takeoff,
S Position engine relight indication,
S Thrust command,
S Engine warning (each engine vibration),
S Thrust/Power on each engine.
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The CDAM transmits its data to the OMS (Onboard Maintenance System).
The OMS application interfaces with ADCN through the SCI (Secure
Communication Interface) data.
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EEC Digital Interfaces 2

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ATA 73 ENGINE FUEL & CONTROL

EEC ANALOG AND DISCRETE INPUTS/OUTPUTS
The EEC has direct interfaces with aircraft systems and cockpit controls. It
receives and sends analog and discrete data.
Control of the engines is achieved by modulation of a throttle lever angle.
The TCA (Throttle Control Assembly) receives the excitation current for the
resolvers from each channel of the EEC.
The TRA (Throttle Resolver Angle) of the throttle lever position is transmitted in
analog signals to each channel of the EEC.
A discrete signal from the MASTER lever is directly hardwired to each channel
of the EEC, for EEC reset function.
The activation of the A/THR instinctive disconnect P/B is used to disengage the
A/THR mode on all engines. An A/THR instinctive disconnect discrete signal is
directly hardwired to one EEC channel (internally crosswired) as well as to the
Flight Controls Computers (PRIMs) and to the Flight Warning System.
In order for the Engine Control System to protect against TCM (Thrust Control
Malfunction), an independant discrete signal from the aircraft is directly
hardwired to each EEC. The purpose of this independant input is to authorise
the EEC to shut the engine down if it has detected an uncommanded and
uncontrollable thrust excursion, which may affect the aircraft controllability. The
TCM protection signal is set by the Flight Controls PRIM (PRIMary Computer).
Each EEC receives from the Airframe hardwired discretes indicating position
on the aircraft. These discretes are directly hardwired from the Pylon jonction
box to the EEC.
A N1 speed backup signal will be made available at the aircraft level. The
analog signal is wired directly from the N1 sensor on the engine to the EIPM
computer. The N1 backup indication is used to keep as a minimum the N1
display available under the following cases:
S AFDX network failure,
S Complete loss of EEC,
S Complete loss of AFDX busses on the engine.
When engine speed is detected to be higher than 50% N3 (for Trent 900
Engine), both EEC channels set the engine running discrete output.
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However, only the output from the channel A is planned to be acquired on the
aircraft side by the IOMs 1 and 2, the Emergency Power Center, the PEPDC
(Primary Electrical Power Distribution Center) and the HSMU (Hydraulic
System Monitoring Unit).
For engine inflight wind milling restart purposes, the EEC has the possibility to
depressurize both hydraulic pumps on the engine. To achieve this function,
both EEC channels are able to switch one output ground/open discrete signal
that commands the depressurization of both enginedriven hydraulic pumps.
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EEC Analog and Discrete Inputs/Outputs

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EEC COMMAND AND SENSOR INTERFACES

The FADEC has to perform engine control and monitoring.
The DEP (Data Entry Plug) is a dual channel serial memory device providing
storage for engine specific performance and configuration information. The
DEP is a plug and housing, which is fastened to the engine by the use of a
lanyard. The data entry plug is only programmed with the applicable data for
the engine on which it is installed. It cannot be removed and then installed to a
different engine unless it is programmed for that engine.
The data entry plug is programmed with the data that follows:
S Turbofan power ratio trim,
S Engine rating selection,
S EGT trim,
S Engine serial number,
S Idle trim.
Note: If the DEP and the engine do not have the same data the engine will not
operate normally.
The fuel flow XMTR (Transmitter) continuously monitors the fuel flow to the
combustion system. The XMTR supplies analog signals to the EEC that are in
proportion to the mass fuel flow rate. The EEC uses these signals to calculate
the flow rate and the quantity of fuel that has been used. The EEC then
transmits this data for display in the cockpit.
The Fuel filter differential pressure switch indicates to the EEC if the fuel filter is
coming clogged.
The oil quantity XMTR is installed through an opening in the center of the top
face of the oil tank. The EEC uses this signal for display in the cockpit.
The oil pressure XMTR senses the difference between supply and scavenge oil
pressures. One XMTR per each channel of the EEC supplies an oil pressure
indication.
The oil temperature thermocouples are installed at the top of the scavenge oil
filter housing. The system uses the thermocouples that are sensitive to
temperature changes. An oil temperature signal is sent through the EEC to the
aircraft indicating system.
The filters differential pressure switches (supply and scavenge) compare the
difference between upstream and downstream pressure for their related filters.
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Dual vibration XDCR (Transducer) signal and magnetic chip detector signal are
computed by EMU, which monitors engines performance and trend, engines
vibration.
Both channels of the EEC have a T20 thermocouple analog input. The T25
thermocouple sends, to the EEC, the signal of the TAT (Total Air Temperature)
at the IP compressor exit. This signal is used for health monitoring purposes.
The signal is input to both channels of the EEC.
The T30 signal is obtained by two single element thermocouples mounted at
different radial positions around the engine. Each thermocouple sends a signal
to the related channel of the EEC. T30 is the TAT at the HP compressor.
The EGT (Exhaust Gas Temperature), or TGT (Turbine Gas Temperature) is
derived from 14 double element thermocouples mounted in the nozzle guide
vanes. The thermocouples are wired in parallel by two leads, one in alumel and
one in chromel. Each pair of leads is connected to each channel of the EEC.
The TCAF (Turbine Cooling Air Front) probe converts the IP turbine
disccooling air temperature at the front of the disc into an electrical signal.
The TCAR (Turbine Cooling Air Rear) probe converts the IP turbine
disccooling air temperature at the rear of the disc into an electrical signal.
TCAF and TCAR thermocouples are used to provide IP Turbine disk overheat
detection.
A single thermocouple, mounted on the IP/LP TCC flange, sends to the EEC a
temperature signal from Zone 3 nacelle, used for condition monitoring
purposes.
The N1C and N1T shaft speeds are derived from engine pulse probes.
The probes provide a sinusoidal frequency voltage proportional to the LP
compressor and LP turbine shaft speed rotation. The N1 Compressor speed
signal is sent to each channel of the EEC, as a main parameter for thrust
limitation and N1 mode backup computation. The comparison between N1C
and N1T speeds is used to give a LP Turbine overspeed protection.
The N2 shaft speed signal is derived from engine pulse probes. The probes
supply a sinusoidal fraquency voltage proportional to the IP shaft speed
rotation. The N2 speed signals are used for engine control functions and are
used by the ROS (Rotor OverSpeed) protection. The N2 speed signal is sent to
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The N3 shaft speed signal, used within the EEC, is derived from the PMA
(Permanent Magnetic Alternator). The outputs from the PMA are at a
frequency proportional to the N3 shaft speed and send an N3 speed signal to
The P0 signal is input to channel B.
The P20 probe sends to the EEC, the signal of the TAT (Total Air Temperature)
at the engine air intake. The EEC automatically selects the P20 probe heater to
prevent ice on the probe air inlets. The P20 signal is input to channel B.
The HP compressor pressure signal called P30 is split inside the EEC to give a
pressure tapping to a transducer in each channel. The ratio P30/P20 is used
for the TPR thrust computation.
The IP Compressor pressure signal called P25 is input to the EMU for
condition monitoring purposes.
The P50 signal is an exhaust gas pressure signal, which is split into the EMU
to give a pressure tapping to a transducer in each channel of the EEC.
A fan exit signal called P160 is used for condition monitoring purposes and is
input to the EMU.
The EEC controls the starting system during the engine start sequence, the
EEC opens the starter control valve to operate pneumatic starter from either
APU air, crossbleed air or an external air source. The EEC receives feedback
from the starter control valve position switch.
The EEC supplies the two ignition units (A and B) of the Ignition system with
115 VAC aircraft power.
The EEC controls the fuel flow to the combustion system. The control elements
are:
S The Metering valve, which controls the rate of fuel flow (the EEC receives
feedback from an LVDT),
S The PROT MOTOR, which has three positions (STBY, TCM, OVSP),
S The MPSOV, which can stop the flow and cause an engine shutdown in
case of an overspeed (the feedback is given by the MPSOV switch)
S The VSV controller, which supplies fuel to the VSV actuators (the EEC
receives feedback from a LVDT located on the VSV actuators).
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In the engine air system, the EEC controls the operation of eight valves:
S Three IP 8 bleed valves,
S Three HP 3 bleed valves,
S The TCC (Turbine Case Cooling) valve.
To prevent an engine surge condition, bleed valves controlled by solenoids are
independently supplied with electrical power from the EEC. During cruise
condition, the EEC fully opens the TCC valve to supply LP compressor air to
the external surface of the turbine cases. This causes a smaller clearance
between the cases and the tips of the HP and IP/LP turbine blades to increase
turbine performance. There is no feedback of the bleed and the TCC valves.
The EEC controls the ETRAC (Electronic Thrust Reverser Actuation Controller)
through an ARINC 429 BUS. The Thrust Reverser Power Unit sends an
inhibition signal to the EEC through the ETRAC. The EEC receives feedback
from the TLS (Tertiary Locking System) proximity SNSRs, from the RH and LH
side proximity SNSRs and from the RH and LH side cowl resolvers.
The EEC controls the hydraulic pump offload solenoids (channel A for EDP1
and channel B for EDP2) to depressurize the hydraulic system during an
inflight start.
The EEC receives feedback from the engine antiice protection system for
bleed status demand.
The EEC channel B only monitors the RAIV (Regulated Anti Ice Valve) position
by means of a High Pressure Switch.
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Figure 75
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EIPM ARCHITECTURE & INTERFACE DESCRIPTION

Architecture
There are two EIPMs (Engine Interface Power Management Units) per aircraft,
one unit per two engines with dedicated and separated boards and processor
per engine.
EIPM1:
S Board A: ENG 2
S Board B: ENG 4
EIPM2:
S Board A: ENG 3
S Board B: ENG 1
The EIPM, installed in the avionics bay, controls and delivers electrical power
supply from aircraft towards engine systems.
The basic function of the EIPM is to control and monitor the electrical power
supply to:
S EEC (Engine Electronic Controller),
S COS (Cowl Opening System) via the PCPU (Primary COS Power Unit),
S P20T20,
S ETRAC (Electronic Thrust Reverser Actuation Controller),
S EMU (Engine Monitoring Unit),
S Ignitors.
The EIPM converts N1 analog signal in ARINC 429 bus, for backup.
From a DSI (Discrete Signals Input) group the EIPM generates, for aircraft
interface purpose, DSO (Discrete Signals Output) group.
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The EIPM exchanges also data via ARINC 429 with:

S The OMS (Onboard Maintenance System) through the SCI (Secure
Communication Interface). The OMS and the SCI are in the NSS (Network
Server System),
S The CDS (Control and Display System) via the CPIOM (Core Processing
Input Output Module) of the FWS (Flight Warning System) as a backup
output,
S The IOM (Input Output Module),
S The EEC Channel A (backup),
S The SSPCs (Solid State Power Controllers) in the SEPDC (Secondary
Electrical Power Distribution Center) via the IOM and the ADCN (Aircraft
Data Communication Network).
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Figure 76
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EIPM Architecture
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EIPM INTERFACES
Electrical Power Supply Control Logics
Each electrical power supply AC2 BUS (EEC, Igniters, ETRAC, P20T20,
EIPM) is controlled by SSPCs.
In case of EIPM failure or loss, the EEC channels are failsafe power supplied.
In the EIPM each power supply is controlled by relays, which are controlled by
the electrical power supply control logics.
Interface Control Logics
The EIPM proceeds to the control and monitoring of the DSI and DSO groups.
The EIPM computes the oil low press and ground signal based on the
acquisition and combination of discrete signals from the LGRDCs (Landing
Gear Remote Data Concentrator) and Oil Low Press switch, and ARINC signal
from IOM (SCI, EEC).
The EIPMU sends (via discrete signal) the oil low press and ground signal to
other users (IOM, CIDS (Cabin Intercommunication Data System), FCDC
(Flight Control Data Concentrator)).
The EIPM controls the second line of defense of the Thrust Reverser system,
only according to states of inputs of the LGRDC status, reverse switch position,
and ARINC bus. This second line of defense is authorized via discrete output
RCCB (Remote Control Circuit Breaker) command.
The EIPM monitors the T/R second defense line authorization via the RCCB
monitoring input.
The RCCB Command function is only available for engine 2 and engine 3
(inboard engine).
The EIPM controls the power supply of the Cowl Opening System. The fan and
Thrust Reverser (or Fan Exhaust) cowl opening is done via the PCPU
supplying electrical actuators.
The power supply of the COS is only available when the aircraft is on ground
and with engine not running.
EIPM also uses ARINC data to manage COS application.
By default, manual cowls opening is inhibited and carried out by the function of
COS.
The power supply to the COS is cut in case of action on the handful
firebreak of the associated engine.
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When the FADEC (Full Authority Digital Engine Control) ground power P/B is
activated, the EIPMU electrically powers the EEC channels for five minutes
(maintenance only) if no OMS interactive mode.
If the ENG FIRE P/B SW is activated, the EIPM cutsoff the electrical power
supply to EEC channels for isolation purpose.
The EEC sends the MASTER lever FAULT light (Boolean information) to the
EIPM. The EIPM generates a power supply discrete signals to turn the Engine
FAULT light on, on the Master Lever.
The EIPM acquires N1 speed in an analog form and transmits it via ARINC 429
to the IOM and the FWC. This information is used as a back up information of
the N1 speed from the EEC via the ADCN.
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Figure 77
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EIPM Interfaces
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EIPM & FADEC POWER SUPPLY DESCRIPTION

General
The FADEC (Full Authority Digital Engine Control) has two computers:
S EEC (Engine Electronic Controller),
S Engine Monitoring Unit (EMU).
The power supply of the EEC can be processed into two different manners:
S By the airframe power supply (115 VAC) that comes from the EIPM (Engine
Interface Power Management),
S By the EEC dedicated alternator, also called PMA (Permanent Magnet
Alternator).
EEC is normally powered by its own power supply (PMA), when engine is
running.
EMU is supplied by airframe power supply (115 VAC)
WARNING:
A380
RR Trent 900
DO NOT SET THE MASTER LEVER TO THE ON POSITION

WITH THE ENGINE ROTARY SELECTOR ALREADY IN THE
IGN/START OR CRANK POSITION. ENGINE RISKS TO BE
STARTED OR CRANKED
Airframe Power Supply

EIPM is powered in 28 VDC DC1 BUS.
The EEC receives power from two airframe 115VAC buses through the EIPM
control logic function.
The supply line from the emergency bus is connected into channel A of the
EEC and the line from the Airframe AC2 bus is connected with channel B of the
EEC. In an emergency situation (following loss of all variable frequency
generators), only the emergency bus from airframe will operate.
The airframe power supply is available on ground and in flight and shall be
used by the EEC for its ground tests, ground engine starting, and in flight
starting when engine speed is below 8% N3, or in case of PMA failure.
EEC Dedicated Alternator Power Supply (PMA)
The PMA has a Stator and Rotor that supply two independent threephase
power windings to the EEC (1 per channel). A mechanical drive from the
Engine gearbox is used to rotate the PMA Rotor. The interface is required to
power the EEC in all Engine running conditions.
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When the engine speed is above 8% N3, the PMA will deliver the electrical
power necessary for the EEC to achieve its functions including inflight starter
assist or windmilling engine starting.
NOTE:
Between 5% and 8% of N3 the power supply to the EEC is

shared between airframe power and PMA power.
NOTE:
one single phase is also dedicated to N3 sensing.
FADEC Power Supply

Aircraft PowerUp
At aircraft Powerup or EIPM initialization, the EEC and the EMU will be
powered as detailed below:
Channel A will be powered if with the airframe 115 VAC Emergency bus is
available,
Channel A & B and the EMU will be powered for 5 minutes if the full airframe
electrical network is available.
Engine Mode Selector
With engine not running:
S When you set the ENG START rotary selector to CRANK or STAR/IGN
position, the EEC and the EMU are permanently supplied,
S When you set the ENG START rotary selector to the NORM position the
power supply of the EECs and the EMU is cut off
Engine Master Lever
With engine not running:
S Each ENG MASTER lever in the ON position supplies permanently the
related EEC and EMU.
On the ground, airframe 115 VAC will be removed from the EEC and EMU 15
minutes after selection of the ENG MASTER lever from the ON to OFF
position. This will not occur in flight.
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Figure 78
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EIPM & FADEC Power Supply 1

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Engine FADEC Ground Power

For maintenance operation, with the ENG FADEC GrouND PoWeR P/B
selected to the ON position and the EEC interactive mode not instigated,
airframe 115 VAC will be cut off for 10 minutes.
The airframe 115 VAC power will be cut off immediately by selecting the ENG
FADEC GrouND PoWeR P/B to the OFF position or by returning the ENG
rotary selector to the NORM position (with the ENG MASTER lever to the
OFF position).
Engine Fire PushButton
In the case of fire, in flight or on ground, airframe 115 VAC power will be cut off
immediately following operation of the ENGine FIRE P/B SW.
EIPMFailure
In the event of EIPM failure, airframe 115 VAC power will be permanently
available to the EEC whenever the airframe electrical network is powered.
EEC Dedicated Alternator Failure

If the EEC dedicated alternator winding for the EEC channel in control
becomes defective, there will be an EEC channel change over if the second
winding is healthy.
If both alternators power supply is lost, the EEC will be supplied by the airframe
115 VAC through the EIPM.
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Figure 79
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EIPM & FADEC Power Supply 2

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FADEC TEST
Tests
The OMS (Onboard Maintenance System) is used for the test of two main
computers of the power plant system:
S EEC (Engine Electronic Controller)
S EIPM (Engine Interface Power Management)
These tests are launched from the OMS HMI (HumanMachine Interface)
using the OMT (Onboard Maintenance Terminal), OIT (Onboard Information
Terminal) or GMAT (Ground Maintenance Access Terminal).
EEC
To reach the TEST SELECTION page, you must select the ATA and the
system to test in the ATA SELECTION page. Then you select the channel in
the SIDE SELECTION.
The EEC gives the following interactive tests, reports, engine procedures,
specific functions:
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Figure 80
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Tests EEC
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Tests
AUDIBLE TEST OF THE IGNITERS
The EEC cannot detect the operation of the igniter during the test.
Even if the test is OK, the result is indicated; you have to make sure that you
hear sparks from the ignition system on the engine.
VARIABLESTATORVANES SYSTEM TEST
The engine will be dry cranked during the test.
YOU SET THE CONTROLS AS SPECIFIED IN THE
PROCEDURE DISPLAYED ON THE OMS, THE DRY CRANK
WILL START IMMEDIATELY.
TEST OF THE P20T20 PROBE HEATER
CAUTION:
THE P20T20 PROBE WILL BE ENERGIZED FOR 5 SECONDS

AND BECOMES HOT DURING THIS TEST.
Make sure that not cover, cap or plug is installed on the P20T20 probe.
HYDRAULIC PUMP OFFLOAD TEST
The engine will be dry cranked during the test.
CAUTION:
YOU SET THE CONTROLS AS SPECIFIED IN THE

WILL START IMMEDIATELY. IN THIS TEST YOU MUST LOOK
TO SEE IF THE HYDRAULIC PRESSURE INCREASES AND
DECREASES AT THE APPLICABLE TIMES.
HARNESS TEST
This test monitors the Full Authority Digital Engine Control (FADEC) system for
15 minutes and looks for faults while you shake the harness.
THRUST REVERSER CYCLING TEST
CAUTION:
NOTE:
Reports
The reports are the same for the two channels of the four EEC.
EGT EXCEEDANCE REPORT
SHAFTSPEED
THE STATUS OF AIRCRAFT HARDWIRED INPUTS
Engine Procedures
The engine procedures are the same for the two channels of the four EEC.
FAN TRIM BALANCE
ENGINE CORE WASHING
BLEEDVALVE TEST SCHEDULING
CAUTION:
THE ENGINE MUST BE STARTED TO PROVIDE THE AIR

PRESSURE TO OPERATE THE BLEED VALVES WHEN
COMMANDED BY EEC
Specific Functions
The specific functions are the same for the two channels of the four EEC.
ENGINE RUNNING SIMULATION
Engine run discrete signal simulation. The engine is not started for this test
RESET FUEL USED
This test is only done onto the EEC of the inboard engines.
THRUST REVERSER WILL BE ENERGIZED AND MOVED

DURING TEST. MAKE SURE THAT THE THRUST REVERSER
AREA IS CLEAR AND CLEAN OF PERSONS AND TOOLS OR
OTHER ITEMS.
Make sure that the thrust reverser is not in the inhibited position. Move the
throttle lever to reverse idle within 50 seconds, then move the throttle lever to
forward idle within 50 seconds.
WARNING:
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Figure 81
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EEC Tests and Specific Functions

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EIPM
To reach the TEST SELECTION page, you must select the ATA and the
system to test in the ATA SELECTION page. Then you select the channel
dedicated to an engine in the SIDE SELECTION page.
The EIPM gives the following interactive tests, reports and Specific function:
Tests
The tests are the same for each EIPM
GROUND POWER LIGHT
ENGINE LIGHT FAULT
Reports
The reports are the same for each EIPM
DISCRETE INPUTS REPORTS
DISCRETE OUTPUTS REPORTS
PIN PROGRAMMING REPORTS
Specific Function
OIL LOW PRESS AND GROUND
On the EIPM 1 ENG 2 and the EIPM 2 ENG 3 there are two other specific
functions:
THRUST REVERSER 3*115 V / 25 KW POWER SUPPLY
REVERSE SECOND LINE OF DEFENSE WILL BE
DEACTIVATED; POSSIBLE REVERSE DOORS ACTIVATION
CAN OCCUR.
ETRAC MANUAL POWER SUPPLY
WARNING:
WARNING:
FRA US/T
ELECTRONIC THRUST REVERSER ACTUATION

CONTROLLER (ETRAC) WILL BE POWER SUPPLIED;
POSSIBLE REVERSE DOORS ACTIVATION CAN OCCUR.
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Figure 82
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EIPM Tests and Specific Function

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FUEL SYSTEM INTRODUCTION

The function of the system is to receive fuel from the Aircraft tanks and deliver
conditioned metered fuel into the combustion chamber for combustion.
The fuel system is divided into:
S Fuel Control
S Fuel Supply
Low Pressure Pump (LPP)
The LPP is a single stage centrifugal pump that receives fuel from the Aircraft
system and ensures satisfactory pressure to both HP pump inlets.
Fuel Oil Heat Exchanger (FOHE)
The heat exchanger is used to transfer heat between the engine oil and the LP
fuel from the LPP.
Fuel Flow Transmitter

The transmitter provides a signal of fuel flow to the EEC for onward
transmission to the cockpit for display.
HP Fuel Filter
Located in the inlet to the fuel manifold to prevent blockage of the fuel spray
nozzles. The HP fuel filter is a cleanable 250 micron filter
Fuel Manifold & Fuel Spray Nozzles (FSN)
The fuel manifold is an assembly of flexible hoses at equal distances around
the combustion outer case. The manifold distributes the fuel to the 20 FSNs
that provide the necessary atomisation of fuel into the combustion chamber.
LP Fuel Filter
The filter removes contaminants from the LP fuel before it passes to the HP
system. It is a 40 micron noncleanable filter.
A differential pressure transducer (set at 5psid) provides an indication of
impending filter blockage. A bypass valve operates at 25 psid to allow
unfiltered fuel to the HP pump.
Main High Pressure Pump (HPP)

The HP pump is a spur gear type pump and provides high pressure fuel to the
HMU.
Servo High Pressure Pump (HPP)
The Servo HP pump is a spur gear type pump and provides high pressure fuel
to the HMU for use in the Variable Stator Vane (VSV) system.
Hydromechanical Unit (HMU)
The HMU interfaces with the EEC to control fuel flow for all normal &
emergency conditions through the fuel metering, overspeed and fuel shutoff
valves. The shutoff valve can also be operated by electrical signals from the
fuel control switch in the cockpit
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Figure 83
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Fuel System Schematic

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FUEL SYSTEM SCHEMATIC & CONTROL

Direct Control Inputs
The engine master switch outputs to the following:
S ON/OFF command directly to the LP Shutoff Valve
S ON/OFF command to the IOMs
S OFF command only to the airframe shutdown solenoid in the HMU.
The master switch input to the IOM is sent to both channels of the EEC via the
ADCN.
The throttle resolvers input the throttle position to each channel of the EEC.
The auto thrust system also inputs thrust requirements to the EEC when auto
thrust is selected.
The PRIMs also input to the EEC to provide a discrete signal when parameters
allow engine shutdown, during a thrust control malfunction (TCM).
Control Outputs
The EEC controls the engine fuel system through the HMU using the following
devices:
S Metering valve servo valve
S Protection Torque Motor
S VSV Controller
Fuel System Inputs to the EEC
The HMU has the following feedback devices:
S An LVDT which provides positional feedback to the EEC of metering valve
position
S A dual proximity probe providing Minimum Pressure Shut Off valve
(MPSOV) position to the EEC.
A differential pressure (dP) transducer provides an indication of partial
blockage of the LP fuel filter.
The Fuel Flow Transmitter provides a mass flow indication to the EEC.
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Figure 84
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Fuel System Schematic and Control

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FUEL PUMP
Purpose
The fuel pump receives fuel from the Aircraft and pressurises it sufficiently to
ensure:
S Adequate pressure for fuel powered actuators
S Good atomisation of fuel at the FSNs
Location
The low pressure fuel pump and the high pressure fuel pumps (2) are
combined as one single assembly mounted on the rear face of the external
gearbox
Description
Fuel from the aircraft flows into the inlet of the centrifugal impeller type LP
pump. The LP pump compresses any fuel vapour back into solution and
increases the fuel pressure by centrifugal action to approximately 175 psid (at
max speed). The LP fuel is supplied to the FOHE. The LP pump also supplies
fuel through a filter to the fuel drains tank ejector.
There are two highpressure fuel pumps (HPP) which are both positive
displacement spur gear type pumps.
The main HP pump increases the main fuel pressure to approximately 1725
psid. (at maximum speed) and supplies fuel to the HMU for fuel delivery and
control.
The servo HP pump increases the fuel pressure to approximately 1825 psid.
(at maximum speed), and supplies fuel to the HMU for use by the Variable
Stator Vane (VSV) system.
A full flow relief valve is fitted within the pump to prevent overpressurising the
pump casing, which opens at 2250 psid. The relief valve returns HP fuel back
to the HP pump inlet. There is also a relief valve on the servo pump, which
limits maximum pressure to 2350 psid.
The pump is driven from the external gearbox and is bolted to the rear face of
the external gearbox.
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Figure 85
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Fuel Pump Assembly

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FUEL OIL HEAT EXCHANGER (FOHE)
LP FUEL FILTER
Purpose
To transfer heat from the engine oil to the fuel to prevent ice formation in the
fuel.
Purpose
To remove contaminants from the fuel before passing into the highpressure
system.
Location
The FOHE is mounted on the right side of the fan case below the oil tank.
Location
Attached to the FOHE assembly and mounted on the right side of the fan case.
Description
Heat is transferred from the oil to the fuel in the core of the FOHE. The oil flow
is made slower by many baffle plates around the steel tubes through which the
fuel is flowing. The slower oil flow enhances the exchange of heat between the
oil and fuel.
The LP fuel filter housing is part of the same LRU and fuel flows directly from
the FOHE into the fuel filter.
Description
The LP fuel filter is a 40micron noncleanable element located in a cylindrical
aluminium cast housing. The filter housing is connected by a bolted flange
midway along it is length, to the FOHE housing.
The filter is held in place in the housing, sealed by a springloaded pressure
plate reacting against the filter housing end cap that is bolted in position.
In the event of a partial blockage of the filter, a differential pressure transducer
(5 psid.) will provide a cockpit indication. If the filter becomes blocked, a
bypass valve opens at 25 psid to allow unfiltered fuel through to the HP pump.
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Figure 86
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Fuel / Oil Heat Exchanger (FOHE)

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HYDROMECHANICAL UNIT (HMU)

The HMU is installed on the rear face of the external gearbox. Fuel flow
between the pump and HMU is via internal passages in the gearbox.
Purpose
To control the fuel flow to the fuel spray nozzles and combustion chamber from
electrical inputs received from the following:
S EEC
S Overspeed Protection System (OPS)
S Cockpit engine master switch.
Location
Bolted to the rear face of the external gearbox.
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Figure 87
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Hydromechanical Unit (HMU)

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HYDROMECHANICAL UNIT (HMU)

Operation
The EEC controls four servovalve torque motors in the HMU, which gives the
following functions:
S Fuel Metering Valve control
S Fuel highpressure (HP) control
S Overspeed & protection
S Fuel shutoff control
S VSVA control
The HMU works on a constant pressure drop principle and varies the fuel flow
to the combustion chamber by varying a bypass return flow back to the inlet of
the HP pump. The Pressure Regulating Valve (PRV) senses any changes in
the pressure drop across the metering valve and opens or closes to maintain a
constant pressure drop.
Protection Torque Motor

The protection torque motor is operated by the EEC in the following
circumstances:
S During normal engine shutdown on the ground
S N1 and N2 overspeed
S LP turbine overspeed
S Thrust Control Malfunction (TCM)
BITE checks are also carried out during engine start and shutdown as follows:
S TCM BITE carried out during start
S Overspeed BITE carried out during shutdown
During a TCM the fuel flow can be reduced or engine shutdown commanded.
The shutdown permission is provided by the aircraft PRIM.
Metering Valve
Controlled by the EEC via electrical inputs through the metering valve torque
motor. A change in the metering valve position changes the pressure drop,
which is sensed by the pressure regulating valve (PRV) to effectively change
the fuel flow to the combustion chamber by changing the bypass return flow.
The LVDT on the metering valve provides positional feedback to the EEC.
VSVA Controller Torque Motor

See Section 8.
Airframe Shutdown Solenoid

The airframe shutdown solenoid is energised when the MASTER switch is
moved to the OFF position. This changes the reference pressure at the PRV,
which reduces the pump discharge pressure and the metered fuel pressure
reduces to a low value and the Minimum Pressure & ShutOff Valve (MPSOV)
spring forces the valve closed, resulting in drop tight shutoff of fuel flow to the
engine. A dual proximity probe provides MPSOV position to the EEC.
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Figure 88
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HMU Schematic
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HMU REMOVAL/INSTALLATION
(AMM 732152)
ATTENTION: Warnings & Cautions
Make sure you observe all the applicable warnings and cautions given in the
AMM
HMU Removal (732152000801)
The AMM procedure is briefly described below:
S Open the fan cowl doors
S Drain the fuel from the drain point on the FOHE
S Disconnect the electrical connectors on the HMU and put blanking caps on
the harness connectors and the HMU.
S Put a container in place to collect the remaining fuel
S Disconnect the fuel tube connections at the HMU.
S Support the weight of the HMU and remove the bolts securing the HMU to
the external gearbox module.
S Carefully remove the HMU from the gearbox.
S Blank all remaining openings.
HMU Installation
S Remove the blanks from the HMU and external gearbox
S Examine the HP fuel main outlet, HP fuel servo outlet and the LP spill inlet
in the external gearbox module. Make sure these openings are clean and
clear of unwanted objects.
S Install new seal rings in the grooves on the external gearbox module
S Put the HMU in position and loosely install the bolts and washers.
S Torque the bolts in the sequence given in the AMM
S Connect the fuel tubes to the HMU and torque the connectors
S Remove the blanking caps and connect the electrical connectors
S Carry out a leak check of the HMU installation and FOHE drain point
S Put the aircraft back to its initial configuration
The seals located in the grooves on the rear face of the external
gearbox can be difficult to remove. Do not insert sharp objects
into the groove as this can cause damage and subsequent leaks
from the mating face. The correct method of removing the seal is
to carefully lift the edge of the seal using special tool (TBA) then
pull the seal out of the seal groove with a pair of pliers.
S If you think there has been a release of material from the HMU, clean the
HP fuel filter (731142100801)
NOTE:
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Figure 89
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HMU Removal
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HMU SHUTDOWN SEQUENCES

There are 3 independent methods of shutting the engine down as follows:
Normal Shutdown
When the MASTER lever is moved to the OFF position the AF shutdown
solenoid is energised. The pressure downstream of the metering valve is
ported to return. The Minimum Pressure & Shutoff Valve (MPSOV) spring
forces the valve closed, resulting in droptight shutoff.
After shutdown is commanded, the EEC recognises that shut off has occurred
and signals the Metering Valve (MV) Torque Motor (T/M) to latch the MV in the
shutoff position.
If the aircraft is on the ground, EEC commands the Protection T/M, which ports
HP fuel to the spring side of the MPSOV and also to the manifold drain valve.
The high pressure signal puts the drain valve to the drain position, which
remains in the open position until the HP fuel signal from the Protection Motor
is removed.
Note: If shutdown occurs in the air, the EEC does not energise the protection
motor and the manifold drain remains closed.
Thrust Control Malfunction (Fuel Reduction)

The EEC protection system, utilising the aircraft input, commands the
Protection torque motor to the TCM position (40 mA).
This provides a spill of fuel back to HP pump return via the TCM orifice. This
results in the pump discharge pressure now being referenced to a combined
spill from both the Pressure Regulating Valve and the TCM orifice. The greater
spill causes a reduction in fuel flow.
Unusual Event Protection Shutdown

The protection motor is commanded to its overspeed position by the EEC for
any of the following conditions:
S LP compressor shaft overspeed
S IP compressor shaft overspeed
S LP shaft failure
S Thrust Control Malfunction
Movement of the protection motor to its overspeed position causes a servo port
to open. The MPSOV spring will then close the valve and shut off fuel to the
engine. This also commands the manifold drain valve to Open.
When the MPSOV closes and the manifold drain valve opens, it lets the
remaining pressure in the engine force the HMU fuel discharge into the drains
tank. This will cause rapid shut down of the engine.
For Thrust Control Malfunction, the EEC must receive the aircraft
permission discrete input, in order for shut down to occur.
If the shutdown discrete is not received from the aircraft a fuel reduction will be
activated as described below.
NOTE:
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NORMAL SHUTDOWN
Step 1
Step 2
AF Shutdown Solenoid Engised.

MV Downstream pressure opend
to spill.
MPSOV spring forced vale closed.
Step 3 - (On Ground only)
EEC recognises S/D has occured.

Selects MV T/M to Shutoff position.
MV latched in shutoff postion.
EEC commands Protection T/M and

HP fuel ports to spring side of MPSOV
conforming closure and to Manifold
Drain valve to position open
THRUST CONTROL MALFUNBCTION

(FUEL REDUCTION)
OVERSPEED SHUTDOWN
EEC commands Protection T/M to TCM position (-40 mA):

Flow path opened to spill via TCM orifice.
Pump discharge pressure noe referenced to combined
spill between PRV and TCM orifice.
EEC Commands Protection T/M:

Ports MV downstream pressure to spill.
Ports HP fuel to spring side of MPSOV.
MPSOV closes rapidly.
Reduced in Fuel Flow.
Figure 90
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System Introduction
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FUEL FLOW TRANSMITTER

Purpose
To provide fuel flow and fuel usage indications in the cockpit.
Location
The fuel flow transmitter is located in the fuel line between the HMU and HP
fuel filter and is attached to brackets on the bottom of the fan case at the rear
at approx 5 oclock position viewed from the rear.
Description
The transmitter sends analogue pulse signals to the EEC that are in proportion
to the engine mass fuel flow rate. The flowmeter is connected to one channel
of the EEC and crosswired between channels.
The EEC uses the signals to calculate the engine mass fuel flow and fuel
usage and sends this data on the ARINC 429 data bus for display on the
cockpit System Display (SD).
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Figure 91
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Fuel Flow Transmitter

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HP FUEL FILTER
Purpose
To filter HP fuel prior to entry into the primary fuel manifold
Location
Attached to the inlet of the fuel manifold, on the core engine at the underside.
Description
The filter is a 250 micron element housed in a cast casing. The element is
secured in the casing by a retained bolt. The element is reusable.
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Figure 92
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HP Fuel Filter
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FUEL MANIFOLD
Purpose
To deliver HP fuel to the fuel spray nozzles.
Location
Fitted around the combustion outer case.
Description
The fuel manifold is an assembly of flexible hoses at equal distances around
the combustion outer case. The manifold distributes the fuel to the 20 FSNs
that provide the necessary atomisation of fuel into the combustion chamber.
The fuel manifold assembly is divided into 5 parts:
S The inlet manifold
S The righthand rear fuel manifold
S The righthand forward fuel manifold
S The lefthand rear fuel manifold
S The lefthand forward fuel manifold
The inlet manifold has the fuel inlet from the HP fuel filter and the other
manifolds are connected to the inlet manifold.
When the engine is shutdown (or does not start) on the ground, the fuel in the
manifold is drained back through the inlet connection. This allows fuel to drain
from the manifold via the HMU to the drain tank. Fuel is not drained from the
fuel manifold when the engine is shutdown in the air.
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Figure 93
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Fuel Manifold & Fuel Spray Nozzles

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FUEL MANIFOLD INSPECTION

(AMM 731143200802)
Observe all Warnings and Cautions given in the AMM.
Procedure:
The procedure is fully covered in the AMM and briefly described below.
S On the OMT, get access to the Power Distribution Control management and
open, safety the applicable circuit breakers.
S On the inboard engines make sure that the thrust reverser is made
unserviceable for maintenance.
S Open the Fan cowls and fan exhaust cowls
S Clean the fuel manifold (AMM 702001100801)
S Dry the fuel manifold with a lint free cloth
S Using a light source and mirror examine the fuel manifold assemblies.
Examine the following areas:
S Fuel manifold tube brackets, clips and their related nuts and bolts. Replace
damaged, loose or worn parts.
S Fuel manifold tube end connectors and unions. Refer to the AMM for
applicable limits on nicks.
S The condition of the silicon on the fuel manifold fire sleeve for the following
damage:
Torn
Split
Cut
Cracked or missing material
Chafed (where the woven fibreglass fire sleeve cannot be seen - accept)
S Torn, Split, Cut and Chafed silicon on the fuel manifold sleeve where the
woven fibreglass sleeve can be seen
reject and replace the applicable section of the fuel manifold.
S On completion return the aircraft back to its initial configuration.
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Figure 94
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Fuel Manifold Removal

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FUEL SPRAY NOZZLES (FSN)

Purpose
To deliver the correct fuel/air mix to the combustion chamber.
Location
Fitted through openings in the outer combustion case into the head of the
combustion chamber.
Description
There are 20 fuel spray nozzles (FSNs). They are cast body fabrications of
simplex air spray design. Fuel is delivered to the FSN then through the body
(feed arm) to the swirl chamber head for atomisation and air mix before entry
into the combustion chamber.
The fuel enters the swirl chamber and is partially atomised, HP compressor
delivery air passes into the rear of the swirl chamber mixing with the swirling
fuel. The air/fuel is swirled further by a series of vanes before exiting the swirl
chamber nozzle.
Weight Type Distributors

The weight type distributor valve fits inside the feed arm to control the
individual fuel delivery pressure, to match all the FSNs output during low flow
conditions i.e. engine start.
There are two different weight assemblies in the distributor vales installed.
S Two weight assemblies in position 8 and 12 with identical weight and
S 18 other weight assemblies in the other positions which have all the same
weight.
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DISTRIBUTOR
WEIGHT
WEIGHT ASSEMBLY
LOCATIONS 8 AND 12
WEIGHT ASSEMBLY
18 LOCATIONS
(DOES NOT INCLUDE
LOCATIONS 8 AND 12)
Figure 95
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Fuel Spray Nozzle

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LP FUEL FILTER REMOVAL/INSTALLATION

(AMM 731141)
ATTENTION: Warnings & Cautions
Make sure you observe all the applicable warnings and cautions given in the
AMM
Removal Procedure
S The procedure is described in AMM 731141 and briefly described below:
S On the OMT, get access to the Power Distribution Control management and
open, safety the applicable circuit breakers.
S Open the right fan cowl door
S Drain fuel from the drain point on the Fuel Oil Heat Exchanger into a
container
S Loosen and disengage the captive bolts from the fuel filter housing and
carefully lower the end cover with the filter element together.
NOTE:
The four bolts and washers stay attached to the end cover.
S Discard the filter element
S Put a cover on filter housing
S Installation Procedure
S Remove the cover from the filter housing
S Inspect the inner area of the filter housing and make sure it is clean and
clear of unwanted material
Install a new seal ring in the groove on the end cover
S Put a new filter element into position on the end cover. Make sure that the
bonded seal at the end of the filter element, engages with its location in the
end cover
S Carefully install the filter element and end cover into position in the filter
housing. Attach the end cover to the filter housing with the captive bolts
S Torque the captive bolts to the value in the AMM
S Close the applicable circuit breakers through the OMT.
S Carry out a leak check of the filter installation and drain point
S Return the aircraft back to its initial configuration
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Figure 96
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LP Fuel Filter Removal

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INHIBIT THE ENGINE FUEL SYSTEM

If the aircraft or the engine is to be placed into storage for periods in excess of
30 days, then the engine fuel system may be required to be inhibited to protect
the fuel system internal components. The storage conditions are given in the
AMM Task 710000600802A.
5.
6.
7.
8.
Procedure:
The procedure is given in AMM Task 710000600806 and briefly described
below. Follow all Warnings & Cautions given in the AMM for your own safety
and the safety of others.
1. Using the Onboard Maintenance Terminal (OMT) get access to the Power
Distribution Control Management pages and open, safety/lock and tag the
applicable circuit breakers as shown in the AMM.
2. Get access to the engine and open the fan cowl doors.
A. On the inboard engines make sure that the thrust reverser is made
unserviceable for maintenance.
3. Drain the fuel from the following engine fuel system component drain
points:
A. a) FOHE, fuel pump, HMU, HP fuel supply, VSV extend and retract
tubes
4. Inhibit the engine fuel system:
A. Disconnect the engine LP fuel supply tube at the pylon (Let the fuel
drain into a clean container).
B. Connect the adapter HU41792 to the engine LP fuel supply tube.
C. Prepare the inhibiting rig
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YOU MUST NOT PRESSURIZE THE RESERVOIR ABOVE 100

PSIG AS THIS CAN CAUSE DAMAGE AND INJURY TO
PERSONS.
Connect the delivery hose to the adapter on the LP fuel supply tube.
Install new seal rings on the drain plugs removed in 3. (Note: Do not install
a new seal ring on the HMU drain plug as it will be necessary to install this
temporarily).
Supply mineral oil (OMat 1024) to the fuel system.
A. Make sure the pressure gauge on the shows 50 psi (3.45 bar) and with
clean containers below the drain plugs, open the shut off valve on the
rig.
B. When fuel free mineral oil flows from the drains, install the drain plugs in
the following order:
C. FOHE, fuel pump, HMU, HP fuel supply & VSV fuel supply tube drain
points
D. Wait 30 secs for the VSV actuators to fill then close the shutoff valve
on the rig.
E. Remove the drain plug on the HMU and install the adapter HU80277
and connect the other end of the adapter to the HP fuel supply tube
drain point
F. Open the shutoff valve on the rig and supply mineral oil to the fuel
system until a fuel free flow comes from the LP turbine drain tube.
Disconnect the adapters and install the LP fuel supply tube and drain plugs.
Install new seal rings, torque load and safety where necessary all
disconnected points.
WARNING:
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Figure 97
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Inhibiting the Engine Fuel System

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ATA 77 ENGINE INDICATING

ENGINE & FADEC SYSTEMS OPS/CTL & IND (RR)
General
Lets see the general view of the A380 cockpit.
POWER PLANT
ENGINE INDICATING
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ENGINE INDICATING
Figure 98
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FADEC System Ops/Ctl & ind

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Engine Control Panels Location

The engine control panels are located on the overhead panel:
S The EIPM 1 & 2 reset circuit breakers,
S The ENGINE FADEC GND PWR panel,
S The ENGine FIRE panel,
S The ENG MANual START panel with the ALTN MODE P/BSW,
S The ENG START panel.
An A/THR (autothrust) P/B is located on the glareshield and on the pedestal
there are:
S The THROTTLE CONTROL LEVERS with the instinctive disconnect P/Bs
and the reverser levers on the engine 2 and 3 only,
S The ENG MASTER levers panel.
POWER PLANT
ENGINE INDICATING
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ENGINE INDICATING
Figure 99
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Engine Control Panels Location

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EEC Powering / Depowering

By setting the ENG START selector switch to the CRANK or IGN START
position with engines not running the FADEC is powered. The corresponding
indication is clearly displayed on the EWD and the amber XX which were
displayed due to the absence of information are replaced by the main thrust
parameters.
Also when you press the FADEC GND PWR P/BSW to ON, the FADEC
parameters are clearly displayed on the EWD and the amber XX are replaced
by the main thrust parameters. If the FADEC GND PWR P/BSW remains ON,
this means that the FADEC is powered for 10 min, except if OMS in interactive
mode. In this case the FADEC stays automatically energized as long as you
are in the related EEC tests menu. After these 10 min, on FADEC GND PWR
panel, the ON legend goes off automatically.
The MASTER LEVER could be used for powering the FADEC.
In this case, the dedicated FADEC will be powered for 15
minutes, but it is not recommended on A/C, because there is a
risk of the engine to be started if the rotary selector has been
forgotten in IGN START position.
If you do so, observe quick ON and OFF action, because you do
not have to forget that when the MASTER LEVER is set to ON
the LP fuel SOV is controlled to open.
If the EIPM reset switches are pulled for maintenance purposes, the dedicated
EECs are failsafe powered. The ENGINE FIRE P/BSW also has effects on
the EEC powering/depowering. When this P/BSW is released out, it has effects
on the various aircraft systems such as:
S FADEC power supply is cut,
S The hydraulic system: closure of the fire shutoff valves in order to isolate
the hydraulic pumps from the reservoir,
S The electrical system,
S The bleed system,
S The fuel system: closure of the engine LP valve.
NOTE:
CAUTION:
FRA US/T
WITH ENG FIRE PUSH BUTTON RELEASED OUT, THE FIRE

EXTINGUISHERS ARE ARMED. DO NOT PRESS ON THE
AGENT P/BSWS.
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ENGINE INDICATING
Figure 100
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Indication Presentation EEC Powering

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Engine Parameters Display

Among the main parameters displayed on the EWD, you have the thrust mode
indication (CLB, MCT, TO).
The N1 and EGT indications are given as numerical values.
The ECAM ENGINE page can be called by the selection of the ENG key on the
ECAM Control Panel (ACP) located on the pedestal.
The secondary engine parameters, which are shown on the ECAM ENGINE
page, are:
S IP rotor speed (N2),
S HP rotor speed (N3),
S Fuel Flow (FF),
S Engine oil quantity (OIL QTY),
S Engine oil temperature (OIL TEMP),
S Engine oil pressure (OIL PRESS),
S Engine rotor vibration levels (N1, N2, N3),
S Nacelle temperature (NAC) from 0 to 500_C.
POWER PLANT
ENGINE INDICATING
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ENGINE INDICATING
Figure 101
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Indication Presentation Engine Parameters Display

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ENGINE INDICATING
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Throttle Control Levers

The Throttle Control Levers can be individually moved and manually only, they
are used to adjust the aircraft forward thrust. The range of the levers
movement is divided into 4 detent points: 0 (IDLE), CL for climb, FLX/MCT and
TO/GA. When you supply an engine FADEC for example, by pushing the
FADEC GND PWR P/BSW to ON and when you move the corresponding
Throttle Control Lever, you will see the displacement of the cyan circle on the
EWD THR indicator.
The thrust mode corresponding to the lever position is also displayed on the
upper part of the EWD.
On the Throttle Control Leverl, are the reverser levers to control the
deployment or the stowing of the reversers and adjust the reverse thrust.
These thrust reversers are installed on the engine 2 and 3 only.
The reverser levers move between two detents: IDLE and full reverse thrust.
Two A/THR instinctive disconnect P/BSWs (red) are located on the Throttle
Control Levers (engines 1 and 4 only). They direct input to all EECs in order to
disconnect the A/THR function as soon as one of them is pushed.
A/THR P/B
An A/THR P/B is located on the FCU (Flight Control Unit) section of the
glareshield. When it is pressed, three green lines on this P/BSW illuminate.
The green lines go off when any instinctive disconnect P/B is pressed or when
you press the A/THR P/B again.
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ENGINE INDICATING
Figure 102
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Throttle Control Levers & A/THR P/B

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ATA 75 ENGINE AIR SYSTEM

ENGINE AIRFLOW CONTROL INTRODUCTION
Description
The engine compressor system is designed to produce high pressure ratios in
the higher RPM range in which the engine normally operates. In the lower RPM
range the airflow through the IP and HP compressors becomes unstable
especially during acceleration and deceleration. It is therefore necessary to
have airflow control devices to provide stable compressor airflow, during
starting and lower power operation.
The EEC controls the airflow control system.
IP Compressor Airflow Control
The IP compressor airflow control system consists of:
S Variable Inlet Guide Vanes (VIGVs) at the inlet to compressor
S Two stages of Variable Stator Vanes (VSVs)
S Three bleed valves at stage 8
The VIGVs and VSVs control the angle of the air supplied to the first three
stages of the IP compressor. The angle of the VIGVs and VSVs is changed to
adapt to different conditions of compressor operation and helps to prevent
compressor stall/surge conditions.
HP Compressor Airflow Control

The HP compressor airflow control system consists of three bleed valves at
stage 3.
IP & HP Bleed Valves
At lower engine speeds the bleed valves are open bleeding some of the
compressor airflow into the bypass duct to prevent stall/surge conditions. The
bleed valves are closed at higher engine speeds to provide full airflow through
the IP and HP compressors. All the bleed valves are two position valves only
and are either open or closed.
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Figure 103
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Airflow Control System

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VIGV/VSV CONTROL SYSTEM

Operation
The IP compressor VIGV/VSV system consists of the following units:
S VIGV/VSV Control Valve in the HMU
S Two VIGV/VSV Actuators
S VIGV/VSV Actuating Mechanism
The EEC uses IP shaft speed, IP shaft acceleration, LP shaft speed, altitude
and T20 to schedule the VSV position. When these conditions change during
acceleration or deceleration the EEC will send a signal to the VIGV/VSV
controller in the HMU. The controller responds by directing HP servo fuel
pressure to position the actuators. The actuators are extended at low speeds
and retract as the IP shaft speed increases
The two actuators are each connected to a crankshaft assembly located at the
3 oclock & 9 oclock positions. From each crankshaft assembly, there are 3
output rods to the VIGV and VSV unison rings. The unison rings are connected
to the vane operating levers and as the unison ring moves, they change the
angular position of each vane.
Linear Variable Differential Transducers (LVDT), located inside the actuators,
send signals back to the EEC confirming the position of the actuators.
Engine Shutdown
When the engine is shutdown, the EEC directs the VSV system to open the
VIGVs & VSVs. This allows the IP rotor to be turned without the requirement to
disconnect fuel lines and manually move the vanes to the open position. During
start, the EEC returns the VSV system back to the normal operating schedule.
Transient Control
The control system modifies the actuator position schedule through all transient
conditions, including engine acceleration, deceleration, reverse thrust operation
and in the unlikely event of engine surge, transiently increasing handling
margins.
Failsafe Control
If the IP shaft speeds are not available, control is attempted using LP shaft
speed, whilst the fuel control system brings the engine speed to idle.
If a failure of the electrical supply occurs, the system is designed to retract the
actuators to the highspeed position. This minimises the risk of an overspeed
event that might otherwise occur if the actuators extend too fast relative to fuel
flow control.
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Figure 104
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VIGV/VSV Control System

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VIGV/VSV ACTUATORS
Purpose
The two identical actuators provide the muscle force to move the VIGV/VSV
mechanism to required position.
Location
Mounted on brackets attached to the IP compressor case and the intermediate
casing at approximately the 3 & 9 oclock positions. The left actuator is just
above the engine centreline, the right actuator just below the engine centreline.
Description
The actuators are powered by fuel pressure from the VSV actuator control in
the HMU. There are fuel lines to the extend and retract sides of the actuator.
There is also a fuel drain line to collect fuel that leaks past the actuator seals.
Each actuator has a single channel LVDT that provides a signal of actuator
position to the EEC. The left actuator LVDT provides a signal to channel A, the
right actuator provides a signal to channel B. The EEC channel in control only
uses the input from it is own LVDT. If that signal is lost, it will then use the input
signal from the other channel.
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Figure 105
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VSV Actuators
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COMPRESSOR BLEED VALVE SYSTEM

IP / HP Bleed Valve Control Solenoids
The EEC controls the bleed valves through the bleed valve solenoid units (2).
The two units are located on the upper left and right sides of the IP compressor
case and control the bleed valves on their respective sides. Each solenoid unit
has an HP3 air inlet connection and two electrical connectors to the EEC
Channels A and B. Each solenoid is dual wound, with control from each EEC
channel.
IP Bleed Valves
There are three poppet type IP compressor stage 8 bleed valves, each
controlled by a solenoid valve switching HP3 servo air. The bleed valves are
springloaded in the normal open position with the engine not running. After
starting, with the engine at idle or above, sufficient air pressure will build up at
the valve inlet to close the bleed valves against the spring force. When the
solenoid is energised, the servo air system is pressurized and the bleed valve
opens. When the valve solenoid is deenergized, the servo air system is
vented and the bleed valve closes.
HP Bleed Valves
There are three poppet type HP compressor stage 3 bleed valves, each
controlled by a solenoid valve switching HP3 servo air. Operation of the control
valve solenoid and bleed valve is the same as that for the IP bleed valves.
Failsafe Control
If a failure of the electrical supply occurs, the system is designed for the
handling bleed valves to automatically close (high speed position). This failure
mode makes sure that the engine internal air pressure distribution does not
adversely affect turbine cooling.
All the bleed valves bleed air into the bypass duct when in the
open position.
NOTE:
Fault Annunciation
The EEC can carry out continuity checks between the EEC and the bleed valve
controllers and will set a fault message for failure of continuity. However, there
is no feedback to the EEC to confirm that the bleed valve has operated
correctly. If a bleed valve is not operating it will show itself by either of the
following:
Valve open when it should be closed this will bleed air from the compressor
at the higher rpm range and will show an increase in TGT. This may be
observed by the aircrew, but will certainly show itself on condition monitoring as
a step change.
Valve closed when it should be open - this is likely to show itself during starting
with a tendency to cause hung/hot starts.
A bleed valve scheduling test can be carried out on the ground, with the engine
running at idle. The EEC commands each of the bleed valves open & closed
and reports any faults by monitoring changes in engine conditions.
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Figure 106
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BLEED VALVE SOLENOIDS

Purpose
To control the opening and closing of the three HP3 and three IP8 bleed valves
on commands from the EEC.
Location
One foursolenoid unit is installed on the left side of the IP compressor case.
The other foursolenoid unit is installed on the right side of the IP compressor
case. Access by opening the Cducts and removing the left and/or right upper
core fairing.
Description
The two bleed valve solenoid units consist of eight independently operated
solenoid valves in total. (3 for the IP8 bleed valves, 3 for the HP3 bleed valves,
1 for the turbine case cooling valve and 1 for the NAI shutoff valve.
There is one pneumatic connector (HP3) and two electrical connectors on each
unit, these supply electrical power and air to the solenoids. Each solenoid has
two coils, one is connected to EEC channel A, the other to channel B. The
outlets pneumatically connect the solenoids with the bleed valves.
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CHANNEL A & B
ELECTRICAL
CONNECTORS
CHANNEL A & B
ELECTRICAL
CONNECTORS
Figure 107
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IP AND HP BLEED VALVES

Location
The three IP8 and three HP3 bleed valve locations are shown opposite.
The IP8 Bleed Valves are numbered and positioned as follows viewed looking
forwards:
S No.1 Top right
S No.2 Bottom right (blanking plate fitted to casing)
S No.3 Bottom left
S No.4 Top left
The HP3 Bleed Valves are numbered and positioned as follows viewed looking
forwards:
S No.1 Top right
S No.2 Bottom right
S No.3 Bottom left
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Figure 108
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IP/HP Handling Bleed Valves

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COOLING & SEALING INTRODUCTION

The engine is internally cooled with air supplied by the IP and HP compressors.
This air is also used to seal bearing chambers to prevent internal leakage of oil.
Air that is supplied by the IP compressor is taken from stages IP5 and IP8.
Air that is supplied by the HP compressor is taken from stages HP3 and HP6.
Parts of the engine, which are at different pressures, are isolated from each
other by labyrinth seals. The temperature of the cooling air around the IP
turbine disc is monitored by the turbine overheat detection system.
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Figure 109
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Cooling & Sealing Airflows

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VARIABLE STATOR VANES SYSTEM TEST

CAUTION:
THIS TEST IS CARRIED OUT WHEN THE ENGINE IS BEING

DRY CRANKED.
Description
The test is carried out through the Onboard Maintenance Terminal (OMT).
The engine is dry cranked to provide sufficient fuel pressure to move the VSV
actuators when commanded by the EEC.
The EEC commands the VSV actuators to move between the closed and open
positions and monitors the feedback signal from the LVDTs (Linear Variable
Differential Transducer) in each actuator to ensure they move to the
commanded position within a specified time.
The test takes approximately 90 secs. If the N3 speed does not increase to a
satisfactory value in 60 secs, the test is aborted.
During the test a dry crank time indicator appears on the OMT screen and this
is replaced by a time indicator for the test, once the N3 speed has reached a
satisfactory value.
On completion, a message appears on the screen to command:
S Rotary selector switch to NORM position
S Engine Manual Start pushbutton to OFF
S Remove the starter air
The Test result is then displayed. If the test failed then you should check for
related Maintenance Messages.
Procedure:
Obey the Instructions shown on the Onboard Maintenance
Terminal
Make a decision on which EEC channel you need to set during the test.
Make sure the ENG MASTER lever is set to off
Make sure the ENG START rotary selector is in the NORM position
On the OMT, on the OMS home page, select:
A. SYSTEM REPORT/TEST
B. ATA 73
C. EEC
D. The applicable EEC
Start the test
On completion of the test, put the aircraft back to its initial configuration.
NOTE:
1.
2.
3.
4.
5.
6.
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Figure 110
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BLEED VALVE TESTS SCHEDULING

CAUTION:
THIS TEST IS CARRIED OUT WHEN THE ENGINE IS BEING

GROUND RUN AT GROUND IDLE POWER.
Description
The test is carried out through the Onboard Maintenance Terminal (OMT).
The engine is started to provide the air pressure to operate the bleed valves
when commanded by the EEC.
The test can be enabled for HP bleed valves only or can be enabled for both
the IP & HP bleed valve scheduling test.
The EEC commands each bleed valve in turn (HP only or IP&HP valves) and
monitors the engine parameters during the test. If the EEC does not see a
change in engine parameters when the bleed valve is operated between open
& closed, then a fault message will be set.
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Figure 111
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Bleed Valve Testing Schedule

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TURBINE CASE COOLING SYSTEM (TCC)

Purpose
The turbine case cooling system uses fan air to cool the HP, IP and LP turbine
cases to maintain the turbine casings within satisfactory temperature limits. It
also controls the HP, IP and LP turbine casing thermal growth and
consequently controls the turbine blade running tip clearances, which improves
the turbine efficiency.
Location of Units
The solenoid control valve is part of the Bleed Valve Solenoid pack on the left
side of the intermediate case in Zone 2.
The TCC Valve assembly is located on the left side of the engine at the
horizontal centreline, to the rear of the PRSOV in the air offtake system in
Zone 3.
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Figure 112
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TURBINE CASE COOLING SYSTEM (TCC)

Description
The TCC valve assembly is a single line replaceable unit (LRU) interfacing with
the fan bypass air offtake and turbine cooling manifolds. The valve is a poppet
type similar to the IP and HP handling bleed valves and is controlled by a
solenoid valve switching HP3 servo air.
Operation
The TCC valve is springloaded in the closed position. When the solenoid is
energized, the servo system is pressurized and the bleed valve opens. When
the control valve solenoid is deenergized, the servo air system is vented and
the spring force closes the TCC valve. The control valve solenoid is connected
to both channels of the EEC and is driven by a signal from either channel A or
B.
In TakeOff Conditions
The TCC valve is in the closed position preventing flow to the HP and IP
turbine cooling manifolds. However, a smaller amount of fan bypass air is still
allowed to flow into the LP turbine cooling manifold, thereby maintaining cooling
to the LP turbine case.
In cruise conditions
The TCC valve is opened allowing fan bypass air to flow into the HP, IP & LP
turbine cooling manifolds. This contracts the combustion outer case, HP/IP
turbine case and LP turbine case, reducing HP, IP and LP turbine blade tip
clearances and thereby maintaining engine performance.
Failsafe Control
If a failure of the electrical supply occurs, the system is designed for the TCC
solenoid to be deenergised, the servo line vented and the TCC valve closed
by spring pressure.
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Figure 113
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TCC Operation
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TCC MANIFOLD AND COOLING DUCT

Description
The manifold and cooling duct assembly consists of the following items:
S manifold inlet (HP and IP turbine)
S manifold 2 halves
S 4 access panels
S 4 sections of LPT cooling duct
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Figure 114
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TCC Duct Assembly

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TURBINE OVERHEAT DETECTION SYSTEM

Purpose
The turbine overheat detection system monitors the temperature of the HP3
cooling air at the front and rear of the IP turbine, and the IP8 cooling air at the
rear of the seal panel. A TURBINE OVHT warning occurs on the E/WD in the
cockpit if the temperature is more than the overheat limit.
Location
The two thermocouple probes are located on the IP turbine case. The front
thermocouple assembly fits through the inside of one of the IP nozzle guide
vanes and is located to the left of top dead centre. The rear thermocouple fits
through the inside of one of the LP1 nozzle guide vanes and is located on the
right of bottom dead centre.
Description
The turbine overheat detection system has two thermocouple probes which
monitor the temperature. Each probe has two thermocouple elements, one
sends a signal to EEC channel A, the other sends a signal to channel B. If the
temperature is more than the overheat limit, the EEC sends a signal to the
Aircraft via the AFDX outputs.
The EEC will send a signal to the Aircraft when:
S Both elements in the same thermocouple indicate the overheat limit
S One element indicates the overheat limit and the other element in the same
thermocouple has a fault.
NOTE:
If one element in the front thermocouple assembly and one in the

rear thermocouple assembly indicate the overheat limit the EEC
will not signal an overheat.
Fault Detection
The EEC monitors the thermocouple circuits for faults. Any faults are
transmitted to the Aircraft.
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Figure 115
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Turbine Overheat Detectors

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NACELLE TEMPERATURE MONITORING

Introduction
There are two air temperature sensors used to monitor the temperature of the
air. One sensor is in engine zone 1 and one in engine zone 3.
Zone 1
The engine Zone 1 fan compartment air temperature is continuously monitored
by the EEC, to make sure that it stays in limits. If the air temperature (T Zone
1) becomes higher than the specified limit, the nacelle anti ice and starter duct
valves are closed and the EEC transmits an ADVISORY indication to the flight
crew.
Zone 3
The engine Zone 3 air temperature is continuously monitored by the EEC, to
make sure that it stays in limits. If the air temperature (T Zone 3) becomes
higher than the specified limit, the EEC transmits an ADVISORY indication to
the flight crew.
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Figure 116
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Zone 1 and 3 Temperature Monitoring

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FAN ZONE TEMPERATURE SENSOR

Function
The primary function of the Fan compartment Temperature Sensor is to detect
a burst duct event. If the T zone 1 input signal to the EEC becomes higher than
a temperature of 160 deg C (360 deg F), it transmits an ADVISORY indication
to the flight crew. The Nacelle antiice and starter duct valves supplying hot air
are closed by the A/C systems.
Location
The fan compartment temperature sensor is installed in engine zone 1 and is
attached to the engine oil breather pipe located in the lower region of the
engine zone. The sensor has a stainless steel housing which contains two
temperaturesensing elements.
Description
The fan compartment temperature sensor has two 100ohm platinum
resistance temperature detectors (RTDs). The RTD elements are connected to
each EEC channel via simplex 2wire cables, providing separate sensor
outputs for each channel. As the temperature in zone 1 increases, the
resistance of the sensors will change sending a signal via the EEC.
The T zone 1 signal will be made available to the Engine Monitoring Unit
(EMU) through the EEC for engine health monitoring.
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Figure 117
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Zone 1 Temperature Sensor

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ZONE 3 TEMPERATURE THERMOCOUPLE

Purpose
The Zone 3 Temperature Thermocouple (T Zone 3) is used to sense an
increasing air temperature resulting from leaking hot air ducts in the zone 3
area.
Location
The thermocouple is located on the left side of the engine and secured via a
bracket to the Turbine Case Cooling valve assembly.
Description
The unit is a dual element insulated junction type thermocouple. The output
from each element is connected together to provide a single average output to
Channel A of the EEC. Input to EEC channel B is provided by cross wiring from
channel A. The temperature measurement is used to generate an indication in
the cockpit on the lower ECAM screen
Flight deck notification (no crew action), is given when the temperature limit is
exceeded to prompt maintenance action to determine the cause of the
temperature increase.
Should the signal fail a range check then the nacelle temperature indication in
the cockpit turns amber and is replaced by XX.
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Figure 118
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Zone 3 NAC Temperature Thermocouple

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ATA 79 ENIGINE OIL SYSTEM

ENGINE OIL SYSTEM ARCHITECTURE
System Architecture
The engine oil system serves to lubricate and cool the engine internal drives,
gears and bearings. The system is composed of:
S an oil tank used for the storage of the oil,
S an oil pump unit, which supplies pressure to move the oil to or from the
drives, gears and bearings,
S a fuel oil heat exchanger, which decreases the oil temperature and
increases the fuel temperature,
S a scavenge filter, which avoids unwanted particles in the recirculated oil to
enter into the oil tank.
The oil filter has a differential pressure transducer, which compares the
difference between upstream and downstream pressures to determine if the
filter is clogged. In this case, the difference will increase, and transducer will
send a signal to the cockpit FADEC (Full Authority Digital Engine Control).
After data possessing, the FADEC will send a signal to the FWS (Flight
Warning System) for cockpit indications.
Each oil tank has an electric magnetic chip detector to attract magnetic debris
in the oil. This metallic oil contamination is shown on the ECAM and on the
OMS (Onboard Maintenance System) devices for maintenance.
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Figure 119
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Engine Oil System Architecture

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OIL SYSTEM OVERVIEW

Description
The engine oil system is a full flow recirculatory system. It must give adequate
lubrication and cooling for all engine bearings, gears and driving splines during
all operating conditions.
The complete system is divided into three primary areas:
S The Feed oil and the cooling
S The Return oil
S The Vent, Deaeration and the Breather System
A selfcontained oil tank is installed on the right side of the fan case. It
incorporates a quantity sight glass and provision is made for gravity oil filling.
The system is vented through a centrifugal breather, installed on the rear face
of the external gearbox.
Oil Cooling
The cooling of the feed oil is achieved by a Fuel/Oil Heat Exchanger (FOHE),
which controls the oil temperature in the limits.
Indications
S The following indications are provided in the cockpit:
S Oil tank quantity
S Oil temperature
S Oil pressure
S Oil filter clog
Oil Filtration & Inspection

A pressure filter, scavenge filter and line filters (last chance) provide the
necessary filtration. Location for magnetic chip detectors (MCDs) are provided
in the scavenge lines.
Pump Assembly
The pump assembly consists of a pressure pump element to move the oil
around the system, and nine scavenge pumps elements, as follows:
S LP Turbine Bearing Chamber Scavenge Element
S IP Turbine Bearing Chamber Scavenge Element
S HP Turbine Bearing Chamber Scavenge Element
S Internal Gearbox Front Scavenge Element
S Internal Gearbox Rear Scavenge Element
S Front Bearing Chamber Scavenge Element
S The intermediate gearbox assembly (step aside gearbox) and gearbox input
drive (lower bevel box).
S External Gearbox Scavenge Element
S Centrifugal Breather Scavenge Element
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Figure 120
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FEED OIL, LUBRICATION & COOLING

Feed oil is circulated by a single pressure pump, which draws oil from the oil
tank through a gauze strainer. Additionally the pump has a pressure relief
valve, which acts as a bypass for cold starting and system blockage
protection.
A 125micron filter cleans feed oil. A differential pressure transducer monitors
filter condition and provides a cockpit indication that the filter is becoming
clogged, this switch is set to operate at a differential pressure of 23 psid.
The FOHE will keep the oil temperature within limits.
The FOHE has two functions:
S To decrease the temperature of the oil
S To increase the temperature of the fuel
An oil pressure relief valve protects the cooler core when the engine oil is very
cold or if the core is blocked. An antisyphon tube prevents oil suction from the
FOHE during engine shut down.
From the FOHE the feed oil is supplied through external tubes to the main
engine bearings, gears and drives.
Deaeration, Breather and Vent System

Labyrinth oil seals and the sealing airflows from the engine compressors,
prevents oil loss from the bearing chambers. The oversized scavenge pumps
and the vent pipes remove the sealing air, which flows continuously through the
seals and into the bearing chambers. The return flow is an oil/air mixture.
All scavenge oil is deaerated when it enters the oil tank by a cyclone type
separator. The air, which still contains a small amount of oil, is transferred to
the inlet of the centrifugal breather. The centrifugal breather separates the air
and oil before discarding the air to atmosphere, the oil is scavenged from the
breather housing back into the combined scavenge line back to the oil tank.
Return Oil (Scavenge)

The return oil/air is scavenged by nine pump elements in the pump module
from each of the eight primary lubricated locations of the engine and the
breather (air/oil separator).
There are positions for installing nine (9) magnetic chip detectors (MCDs), to
sample return oil from the engine main bearings and the gearboxes.
The oil outlets from the scavenge pumps join to form a combined scavenge
return flow which is sampled by the electric master chip detector before
passing through a 15micron fine scavenge filter. The filter has a bypass
valve (20 psid) and a pressure differential transducer (13 psid) to give cockpit
indication of impending bypass.
Temperature sensors in the return line between the scavenge pumps and
scavenge filter provide cockpit indication of oil temperature.
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Figure 121
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OIL TANK
Purpose
To store the engine oil.
Location
The oil tank is attached to the A3 & A4 flanges of the LP compressor case on
the right side.
Capacity
Tank contents at the full mark: 28 US Quarts
Features
The tank is a magnesium casting to which other components attach to make up
the oil tank assembly. These components are as follows:
S Oil quantity transmitter
S Sight glass
S Oil filler assembly
S Scavenge filter assembly
S Scavenge Filter Differential Pressure switch
S Outlet tube
S Vent tube
S Electric Magnetic Chip Detector (EMCD)
S Oil Temperature Sensors (2)
Description
The oil tank provides the reservoir for the engine oil system. The feed line from
the oil tank supplies the pressure pump, which feeds the oil system. There is
also a coarse filter in the tank to prevent contamination of the oil feed system.
The scavenge pumps returns the oil from the various bearing chambers and
gearboxes back to the oil tank, along with large quantities of air. A deaerator
in the tank separates the oil and the air. The released air passes from the air
space at the top of the tank, via a vent tube to the centrifugal breather mounted
on the gearbox.
An antisyphon line carries a small flow of oil from the main feed line back to
the oil tank, which is used to clean and cool the sight glass.
The oil filler assembly has a quick release cap. Internally the filler has a flap
valve, which closes under engine running pressure maintaining sealing if the
filler cap is not fitted.
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Figure 122
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Oil Tank
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ENGINE OIL SERVICING

Servicing
The engine oil servicing is done by the filling of the engine oil system with
approved oil and by inspecting the system in order to find and correct the
engine oil contamination.
HUMAN FACTOR POINTS:
Inspection of scavenge oil filter

To examine the scavenge filter element, it must be removed first. The presence
of particles has to be detected and these particles have to be removed. The
filter and the filter housing have to be cleaned if magnetic particles are found in
the scavenge filter, the electric magnetic chip detector also has to be
examined. After examination of the particles, the filter and its seal have to be
replaced by new ones.
The fuel and oil leak check on the scavenge filter housing is required before
putting the aircraft back into operation.
WARNING:
YOU MUST WAIT FOR A MINIMUM OF 10 MINUTES AFTER

THE ENGINE HAS STOPPED BEFORE YOU DO A CHECK OF
THE OIL LEVEL. THIS WILL LET THE OIL LEVEL BECOME
STABLE AND THIS WILL PREVENT OIL SPLASH DUE TO
RESIDUAL PRESSURE.
CAUTION:
AVOID SPILLAGE WHEN SERVICING OIL.
Inspection of Electric Magnetic Chip Detector

To examine the electric magnetic chip detector, it must be removed first. The
presence of particles has to be detected and these particles have to be
removed. The detector and the particles are examined.
After examination of the particles, the detector can be reinstalled but the two
seal rings have to be replaced by new ones. The oil leak check on the detector
housing is required before putting the aircraft back into operation.
Refill of engine oil tank
Before replenishing the oil tank, a visual check of the engine oil level in the
sight glass of the oil tank must be done. If the engine has been stopped for
more than six hours; the engine has to be operated at IDLE before refilling the
oil tank by respecting the duration between engine shutdown and the oil tank
refilling. To refill the tank, the oil filler cap is removed and the engine lubricating
oil also known as material No.
OMat 1011 is added. The check for fuel fumes in the tank is required before
putting the aircraft back into operation.
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Figure 123
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Engine Oil Servicing

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WARNING:
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BE CAREFUL, THE ENGINE PARTS (BLEED DUCT, OIL TANK)

CAN STAY HOT FOR ALMOST 1 HOUR AFTER SHUTDOWN.
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Figure 124
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Engine Oil Servicing Cautions

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OIL QUANTITY TRANSMITTER

Purpose
The oil quantity transmitter measures the quantity of engine oil in the oil tank to
provide a cockpit indication.
Location
Installed into the top of the oil tank and secured by bolts in the mounting boss.
Access by opening the right fan cowl.
Description
The oil quantity transmitter is a potentiometer style device with changes in
resistance indicating different oil levels. The transmitter consists of a series of
reed switches and resistors that form a ladder activated by a float containing a
permanent magnet.
As the float moves along the stack different reed switches are activated
thereby changing resistance. The EEC provides a constant current to the
transmitter and as the resistance changes, this results in a change in the
output voltage across the resistance stack. The output voltage is measured by
channel B of the EEC, which conditions the signal and transmits the oil quantity
level to the Electronic Instrument System (EIS) for cockpit display on the lower
ECAM (System Display) screen. (Also displayed on ECAM CRUISE page).
The needle and the digital indication are normally green. If the oil quantity
drops below 4 quarts the digital indication pulses.
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Figure 125
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Oil Quantity Transmitter

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OIL PUMP AND PRESSURE FILTER ASSEMBLY

Purpose
The oil pump and pressure filter housing supplies the pressurised oil to
lubricate the engine bearings and gears. The pump assembly also scavenges
oil back to the oil tank.
The filter housing contains the pressure oil filter that cleans the feed oil.
Location
The oil pump and pressure filter assembly is installed on the rear face of the
external gearbox between the centrifugal breather and the lower bevel gearbox.
Oil Pump Description

The vane type oil pump assembly consists of a pressure pump and nine
scavenge pumps to scavenge oil from the various areas of the engine back to
the oil tank.
The pressure pump has a pressure relief valve, this protects the system for
cold starting and blockage protection and is set to 600 psi. The relief valve
opens and oil is fed back to the pump inlet, which reduces the system
pressure.
Pressure Filter Description
The pressure filter is installed inside the filter housing, access can be gained by
removal of the filter cover. The filter is a 125 micron cleanable type filter and
has a life of 3 cleans.
The filter is a nonbypass type.
A check valve in the housing prevents the loss of oil when the filter is changed.
The housing also contains an antileak valve to prevent oil draining back to the
pump when the engine is shut down.
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Figure 126
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Oil Pump Assembly & Pressure Filter

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MAGNETIC CHIP DETECTORS (MCDS)

Purpose
A Vickers Electric Master Chip Detector (EMCD) and nine Muirhead Vatric
screwin magnetic chip detectors are installed in the return oil system to allow
monitoring of the following:
S Front Bearing Housing
S Internal Gearbox (Front)
S Internal Gearbox (Rear)
S HP Turbine Bearing Chamber
S IP Turbine Bearing Chamber
S LP Turbine Bearing Chamber
S Intermediate and Lower Bevel Gearboxes
S External Gearbox
S Centrifugal Breather
Screwin MCD
The screwin MCD assembly consists of a housing and Magnetic Chip
Detector, which has a magnetic end. When the MCD is installed the magnetic
end is located in the return (scavenge) oilways.
The MCD housing contains a selfclosing check valve to prevent oil leakage
when the MCD is removed for inspection.
If metallic particles are found on the EMCD during inspection, MCDs can be
installed in the ports on the oil pump assembly. This allows the problem to be
isolated by checking each scavenge oil line.
Location
The EMCD is installed in the combined scavenge return line on the forward
side of the oil tank.
There are nine ports on the bottom of the oil pump which can be used to install
additional MCDs..
NOTE:
During normal engine operation, only the Master EMCD is

installed. If metallic particles are found on the EMCD during
inspection, diagnostic MCDs can then be installed to isolate the
source of the debris.
Electric MCD
The Electric MCD is positioned at the inlet to the scavenge filter and collects
ferrous metal particles from the engine oil. The head of the EMCD has two
electrically isolated magnetic poles. A circuit is made when debris bridges the
two poles. The EMU continuously monitors the EMCD during flight and
generates a EMCD debris maintenance message 10 secs after landing which
is sent to the Aircraft via the EEC.
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ELECTRIC MAGNETIC CHIP DETECTOR
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Figure 127
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Magnetic Chip Detector Locations

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SCAVENGE FILTER ASSEMBLY

Purpose
To remove contamination from the scavenge oil that is returning to the oil tank.
Location
Installed on the rear of the oil tank on the right side of the fan case.
Description
The assembly consists of the following items:
S Scavenge filter assembly (15 micron)
S Scavenge filter differential pressure switch
S Scavenge filter bypass valve
Scavenge Filter
The scavenge filter element cleans the combined scavenge oil returning to the
oil tank. The filter element is a noncleanable, throw away type filter. If the filter
element becomes clogged, the bypass valve opens and allows the oil to flow
directly back to the tank.
Scavenge Filter Differential Pressure Switch
The scavenge filter differential pressure switch monitors the pressure at the
inlet & outlet of the filter and provides an indication when the filter becomes
partially clogged. The switch is set at 13 psid.
NOTE:
The EEC will inhibit the filter clog message when oil temperature
is low, to prevent nuisance messages.
Scavenge Filter Bypass Valve

The scavenge filter is fitted with a bypass valve which operates independently
of the differential pressure switch. The bypass valve operates at 20 psid to
maintain oil flow in the event of scavenge filter blockage.
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Figure 128
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Oil Scavenge Filter

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CENTRIFUGAL BREATHER
Purpose
To remove the oil from the vent air, before discarding the air overboard.
Location
Installed in the external gearbox, and located on the rear face between the oil
pump and the fuel pump.
Description
The centrifugal breather has a rotor that contains retimet segments and is
driven by the external gearbox.
Aerated oil from the bearing chamber vent system and the oil tank is delivered
to the centrifugal breather. The aerated oil tries to pass through the retimet
segments but is centrifuged out. The air can pass through the retimet
segments into the hollow rotor and is vented overboard. The centrifuged oil is
scavenged back to the oil tank by the breather scavenge pump element.
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Figure 129
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Centrifugal Filter
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FUEL/OIL HEAT EXCHANGER (FOHE)

Purpose
The FOHE has two functions as follows:
S To reduce the temperature of the engine oil
S To prevent the water content of the fuel from turning to ice.
Location
The FOHE is mounted horizontally below the oil tank on the right side of the
fan case.
Description
The FOHE consists of the following units:
S FOHE matrix core
S Bypass Valve
S Oil pressure transmitters (2)
S Low oil pressure switch
S LP Fuel Filter
S Fuel Filter Differential Pressure Switch
FOHE Matrix Core

Heat is transferred from the oil to the fuel in the core of the FOHE. The oil flow
is made slower by many baffle plates around the steel tubes through which the
fuel is flowing. The slower oil flow enhances the exchange of heat.
An antisyphon hole connects the inlet to outlet to prevent oil suction from the
FOHE during engine shut down.
Bypass Valve
If the oil pressure in the FOHE becomes more than a specified limit a bypass
valve will open allowing the oil to bypass approximately twothirds of the core.
This normally occurs when the engine oil is extremely cold.
Oil Pressure Transmitters & Low Oil Pressure Switch
Description on page 619
LP Fuel Filter, Differential Pressure Switch & Bypass Valve
Description in Fuel System
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Figure 130
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Fuel/Oil Heat Exchanger (FOHE)

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OIL PRESSURE INDICATION
LOW OIL PRESSURE SWITCH
Purpose
The oil pressure transducers (2) assembly measures the differential oil
pressure between the output of the oil pump and the internal gearbox chamber
scavenge line.
Purpose
The low oil pressure switch measures the same differential oil pressure as the
oil pressure transducers to provide an indication when the oil pressure drops to
a preset level.
Location
The oil pressure transducers assembly is installed on the FOHE assembly.
Access by opening the right fan cowl door.
Location
The switch is installed on the FOHE.
Description
The oil pressure transducer assembly consists of two transducers supplied by
the same oil pressures. They are ratiometric devices supplied with a constant
reference voltage, as the pressure changes the internal resistance of the
transducers change, resulting in variable voltage outputs, which are read by the
EEC. One pressure transducer provides a signal to EEC channel A, the other
transducer provides a signal to channel B. The EEC conditions and filters the
signal to remove pump ripple effects and sends the smooth oil pressure signal
to the EIS for cockpit display on the lower ECAM screen.
The needle and the digital indication are normally green. The needle and the
digital indication will turn red if the oil pressure drops below 25 psi.
Low Oil Pressure Indication

Oil pressure warnings are provided for two conditions:
S Oil pressure less than an N3 related value (Amber)
S Oil pressure less than the minimum threshold (Red)
The amber minimum oil pressure is proportional to N3 and is output to the
cockpit display to help format the oil pressure display. When the oil pressure
falls below the amber value but remains above the low pressure switch limit,
the cockpit display will become amber and a maintenance message will be set.
When the oil pressure falls below the threshold value a Red Alert is set. This is
derived from the 3 inputs, the oil pressure transducers and low oil pressure
switch. With the engine running 2 out of the 3 inputs are required to enunciate
the low oil pressure condition.
Oil Pressure Limits

S Minimum oil pressure 25 psi.
Description
When the differential oil pressure falls below the switch preset value, the
internal contacts close indicating a loss of oil pressure. The output of the switch
is fed directly to the aircraft system (AFDX) and from there to the EEC.
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Figure 131
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Oil Pressure Indication

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OIL PRESSURE FILTER DELTA P TRANSDUCER

Purpose
The oil pressure filter differential pressure (dP) transducer monitors the
condition of the filter element in the oil pressure filter. It provides a cockpit
indication of impending filter blockage.
Location
The pressure filter dP transducer is located on the oil pump & pressure filter
assembly. Access to the unit is via the right fan cowl.
Description
The oil pressure filter differential pressure transducer measure the pressure
drop across the filter element. The transducer is a ratiometric device supplied
with a constant reference voltage. As the pressure changes, the internal
resistance of the device changes resulting in a variable voltage output that is
read by the EEC. As the filter becomes clogged with debris, the pressure drop
increases and when it reaches a predetermined level, the filter is considered
to be blocked.
The pressure filter dP transducer sends the output signal to channel B of the
EEC.
Note: When the oil temperature is too low, the EEC will inhibit the filter block
indications, to prevent nuisance indications.
Indications
Impending blockage of either the pressure filter or scavenge filter will give the
following indications:
Engine Warning Display (EWD)
S OIL FILTER CLOG message
S Aural Warning
S Master Caution
System Display (SD)
S Amber CLOG message
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Figure 132
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Oil Pressure Filter dP Transducer

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OIL SCAVENGE FILTER DELTA P TRANSDUCER

Purpose
The oil scavenge filter differential pressure (dP) transducer monitors the
condition of the filter element in the oil scavenge filter. It provides a cockpit
indication of impending filter blockage.
Location
The scavenge filter dP transducer is located on the oil tank. Access to the units
is via the right fan cowl.
Description
The Scavenge oil filter differential pressure transducer measures the pressure
drop across the filter element. The transducer is a ratiometric device supplied
with a constant reference voltage. As the pressure changes, the internal
resistance of the device changes resulting in a variable voltage output that is
read by the EEC. As the filter becomes clogged with debris, the pressure drop
increases and when it reaches a predetermined level, the filter is deemed to
be blocked.
The scavenge filter dP transducer send the output signal to channel B of the
EEC.
NOTE:
When the oil temperature is too low, the EEC will inhibit the filter
block indications, to prevent nuisance indications.
Indications
Impending blockage of either the pressure filter or scavenge filter will give the
following indications:
Engine/Warning Display (E/WD)
S OIL FILTER CLOG message
S Aural Warning
S Master Caution
System Display (SD)
S Amber CLOG message
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Figure 133
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Oil Scavenge Filter dP Transducer

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OIL TEMPERATURE SENSOR

Purpose
The oil temperature sensors within the engine oil system are used to sense the
scavenge oil.
Location
The two temperature sensors are installed on the oil tank in the scavenge
return line..
Description
The sensors are resistance temperature devices (RTDs) which have a variable
resistance with temperature. Each temperature sensor sends a signal to one
channel of the EEC. The EEC processes the output of the sensors and
provides an output for cockpit display. Oil temperature is also used for starting
and accel fuel scheduling.
The EEC continuously monitors the outputs of the RTDs. In the event of a
failure of one of the sensors, the EEC shall select the remaining valid sensor.
When there is a disagreement between the two measurements, the higher of
the two values will be selected.
Indications
The oil temperature displays in degrees C on the ECAM SD screen and is
normally green. The indication turns Amber if the temperature exceeds TBD C
.
Engine/Warning Display (E/WD)
S OIL LO TEMP
S OIL HI TEMP
S Aural Warning
S Master Caution
System Display (SD)
S Engine STATUS page
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Figure 134
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Oil Temperature Sensor

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OIL SYSTEM SERVICING

(AMM 790000610801)
WARNING:

ENGINE PARTS AFTER THE ENGINE IS SHUT DOWN. THE
WARNING:
YOU MUST NOT TOUCH HOT PARTS WITHOUT

APPLICABLE GLOVES. IF YOU GET AN INJURY PUT IT IN
COLD WATER FOR 10 MINUTES AND GET MEDICAL AID.
WARNING:
YOU MUST NOT LET ENGINE OIL STAY ON YOUR SKIN.

FLUSH THE OIL FROM YOUR SKIN WITH WATER. YOU
MUST NOT BREATHE THE FUMES. YOU MUST NOT GET OIL
IN YOUR EYES OR MOUTH. PUT ON GOGGLES OR A FACE
MASK. IF YOU GET OIL IN YOUR MOUTH, YOU MUST NOT
CAUSE VOMITING BUT GET MEDICAL AID IMMEDIATELY.
Procedure:
The procedure in the AMM is briefly described below:
pages and open & safety the applicable circuit breakers
S Open the oil tank access panel in the right fan cowl door
S Do a visual check of the oil level in the oil tank sight glass
NOTE:
You must wait at least 10 minutes after engine shutdown for the
oil level to become stable.
If the engine rpm was not stabilised at idle before engine

shutdown, the oil system will not have become stable. In this
condition the oil quantity indication can apparently be low, this is
normal and the engine oil system must not be filled.
S If the engine has been stopped for less than 6 hours and the oil level is low,
fill the engine oil tank.
NOTE:
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S If the engine has been stopped for more than 6 hours and the oil level is
low, but not below 4.73 litres (5 US quarts) from the required level, then:
Do not fill the engine oil system
Start the engine and operate at idle for 5 minutes
Stop the engine
Do a check of the engine oil level again (after waiting at least 10 minutes
for the oil level to become stable)
If the oil level is low, fill the oil tank
S If the engine has been stopped for more than 6 hours and the oil level is
below 4.73 litres (5 US quarts) from the required level, then:
Drain the external gearbox (AMM 790000680801)
Fill the engine oil tank
Start the engine and operate at idle for 5 minutes
Do a check of the engine oil level again (after waiting at least 10 minutes
for the oil level to become stable)
If the oil level is low, fill the oil tank
Notes:
1. Add clean approved engine oil (Omat 1011) to the tank.
2. Check for fuel fumes when you remove the oil tank cap (fuel fumes are
easier to find when the oil is hot) AMM task 790000280801
3. Check condition of seal ring in the groove of the oil filler cap before
installing. Replace if loose or damaged.
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Figure 135
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Oil System Servicing

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OIL SCAVENGE FILTER REMOVAL/INSTALLATION

(AMM 792245)
ATTENTION: Warnings and Cautions:
Observe all Warnings and Cautions given in the AMM
Removal Procedure:
S Put a clean 10 L container into position to catch the oil
S Remove the drain plug from the filter housing and drain the oil into the
container (Do not discard the oil at this step)
S Remove seal from the drain plug, install a new seal and refit the drain plug
in the housing and torque
S Hold the housing and remove the bolts and washers
S Carefully remove the housing and filter from the scavenge filter cover
S Examine the element and the drained oil for contamination (AMM Task
790000280801)
S Discard the element
S Examine the inner area of the housing and make sure it is clean and clear
of unwanted material
S Install a new seal ring to the housing
S Carefully install the filter element in the scavenge filter cover. Make sure you
hold the filter element in this position.
S Put the housing in position on the scavenge filter cover
S Attach the housing with the bolts and washers
S Torque the bolts to the value given in the AMM
S Fill the engine oil system
S Do a fuel and oil leak check of the scavenge filter housing
S Put the aircraft back to its initial configuration
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Figure 136
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Oil Scavenge Filter Removal

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OIL PRESSURE FILTER REMOVAL/INSTALLATION

(AMM 792243)
Removal Procedure:
S Put a clean container into position to catch the oil
S Remove the lockwire or safety cable that safeties the housing
S Turn the housing counter clockwise to release it (Use a strap wrench if
necessary)
S Carefully remove the housing and filter element from the oil pump assembly
S Make sure there is a new seal ring installed on the new element
S Install a new seal ring on the housing
S Carefully install the filter element in the oil pump assembly. Make sure you
hold the filter element in this position.
S Put the housing in position on the oil pump assembly
S Turn the housing in a clockwise direction with your hand until it is tight
You must only tighten the filter housing with your hand only. If
you use tools you can cause damage to the screw threads.
Safety the housing with lockwire or Safety Cable
Fill the engine oil system
Do a fuel and oil leak check of the pressure filter housing
Put the aircraft back to its initial configuration
NOTE:
S
S
S
S
MAKE SURE YOU REMOVE THE ELEMENT WITH THE

HOUSING. IF THE FILTER ELEMENT IS NOT REMOVED AT
THE SAME TIME IN CAN FALL AND DAMAGE THE PART
S Drain the oil from the housing and element into a clean container
S Examine the element and the drained oil for contamination (AMM Task
790000200804)
CAUTION:
NOTE:
The element can be cleaned and used again
S Put the element into a clean container for its protection
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Figure 137
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Oil Pressure Filter Removal

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EMCD INSPECTION
(AMM TASK 790000200802)
Procedure:
S Remove the master EMCD
S Put the master EMCD probe into clean kerosene and remove the oil (The
kerosene should be in a clean nonmetallic container) Make sure you do
not contaminate the electrical contacts with kerosene
Be careful to only remove the oil from the EMCD and not any
contamination, which may be present.
Examine the master EMCD in good light for contamination using a 05X
magnifying glass
Refer to the contamination standards in the AMM. (The types of
contamination are shown on the next page)
Keep all contamination which does not cause you to immediately reject the
engine or gearbox as a record.
Take a piece of 25mm (1 inch) wide transparent self adhesive tape
preferably Scotch Magic Tape (OMat 1269) approximately 50mm long and
apply the centre of the gummed side over the recessed insulated debris
gap. It may require several attempts to remove all the debris with the same
piece of tape
NOTE:
S
S
S
NOTE:
The contamination record will help you monitor the type of wear
in the engine or gearbox
NOTE:
Laboratory analysis is recommended to help with material

identification
NOTE:
If the contamination is outside the permitted standards you must

refer the contamination to RollsRoyce for recommended action.
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Figure 138
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EMCD Inspection
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EMCD INSPECTION
(AMM TASK 790000200802)
Procedure:
S Remove the master EMCD
S Put the master EMCD probe into clean kerosene and remove the oil (The
kerosene should be in a clean nonmetallic container) Make sure you do
not contaminate the electrical contacts with kerosene
Be careful to only remove the oil from the EMCD and not any
contamination, which may be present.
Examine the master EMCD in good light for contamination using a 05X
magnifying glass
Refer to the contamination standards in the AMM. (The types of
contamination are shown on the next page)
Keep all contamination which does not cause you to immediately reject the
engine or gearbox as a record.
Take a piece of 25mm (1 inch) wide transparent self adhesive tape
preferably Scotch Magic Tape (OMat 1269) approximately 50mm long and
apply the centre of the gummed side over the recessed insulated debris
gap. It may require several attempts to remove all the debris with the same
piece of tape
NOTE:
S
S
S
NOTE:
The contamination record will help you monitor the type of wear
in the engine or gearbox
NOTE:
Laboratory analysis is recommended to help with material

identification
NOTE:
If the contamination is outside the permitted standards you must

refer the contamination to RollsRoyce for recommended action.
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EMCD AFTER REMOVAL
MCD WASHING
Figure 139
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EMCD Inspection & Washing

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TRANFERING DEBRIS ONTO RECORDING CARD
DEBRIS TRANSFER TO SCOTCH MAGNETIC TAPE
Figure 140
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Debris Transfer
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MCD PICTURE
MCD wet
HARDWARE FAILURE
MCD dry
EMCD wet
EMCD dry
Figure 141
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Fines appear on an oily MCD as a black sludge.

After being degreased they can, with naked eye,
be mistaken for very small metallic flakes.
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MCD PICTURE
HARDWARE FAILURE
The gear scuffing shown produces relatively coarse fines.

Note: normal wear fines are similar in size to those produced
by bearing lapping failures.
Figure 142
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Gear Wear - Fines

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MCD PICTURE
HARDWARE FAILURE
RACE
MCD
BALL
These can be sub-divided into ball bearing , roller bearing, bearing track
and gear teeth flakes.
Ball bearing and ball bearing track flakes are usually roughly circular
with radial splits
Roller bearing and roller bearing track flakes can be roughly rectangular
in shape with criss-cross scratches, but are usually similar to ball bearing
flakes
Fatique flakes are typically 0,5 - 1,0 mm (0.020 - 0.040 inch) in diameter,
and very thin.
EMCD
Figure 143
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Bearing Failure - Flakes

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MCD PICTURE
HARDWARE FAILURE
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Gear teeth fragments - corner pieces aof gear teeth may be evidence of
incorrect geatr alignement or bedding, or handling damage during overhaull.
Figure 144
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Gear Tooth Fragments

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MCD PICTURE
HARDWARE FAILURE
Chip, ground surface
Chip, rough surface
Chips - these are very thick flakes or definite lumps of metal usullay with
one ground (smooth) surface.
Bearing race spalling can produce chips in addition to flakes.
Figure 145
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Chips
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MCD PICTURE
HARDWARE FAILURE
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Note: there may be criteria for the number of rivets found.

Refer to Aircraft Maintenance Manual.
Figure 146
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Cage Rivet Failure

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MCD PICTURE
HARDWARE FAILURE
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If cage tanges are found, refer to the Aircraft Maintenance Manual or a

local Rolls-Royce Service representative.
Figure 147
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Roller Bearing Cage Tang Failure

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Explanation
While every effort is made to remove manufacturing or
build debris (swarf), unfortunately small amounts may
be present within the engine on build. This beris will be
washed down by oil system to the MCDs.
Pieces of tuning are easily identifiable but milling debris, ehrn broken up, could possibly be confused with
gear or steel rubbings and must be carfully examined.
Hairs of seal lining meterial

or seal fin material
In assition there may be some running-in or bedding-in

of the engine which may produce a small amount of
additional debris. Both will reduce after a short period of
time.
Seal lining material is sometimes released from the
bearing chamber oil seal into the system after engine
surges.
Chunks of lining or
seal fin material
Figure 148
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Build Debris or Swarft

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POWER PLANT
OIL
(E)MCD
debris
discovered
A380
79
Compare analysis against Aircraft

Maintenance Manual acceptance criteria.
Analyse debris using

visual and (optional)
SEM processes
Yes
Acceptable?
No
Fit diagnostic MCDs in all positions. Carry out a
ground run or two, 90 second dry motor cycles
Remove engine from

service immediately for
investigation
No
Inspect all MCDs fitted, scavenge screens and oil

filters. Compare against Aircraft
Maintenance Manual acceptance citeria.
Acceptable?
Yes
Indicate an alertr status an accumulated records and

request MCD inspections to be taken at more
frequent intervals
No
Figure 149
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Does debris rate reduce?
Yes
Resume normal
monitoring procedure
Action to take when debris is discovereed

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POWER PLANT
OIL
A380
79
PRESERVATION OF MAIN LINE BEARINGS

Reason for the Job
Used oil can cause corrosion if you keep an engine in storage for a long period.
The preservation procedure makes it necessary to drain all the oil from the oil
system. You must then supply new engine oil to the bearings. It is necessary to
motor the engine to move the oil through the system. This can only be done
with the engine installed or on a test bed.
Procedure
The procedure is fully described in AMM Task 710000600805 but can be
briefly described as follows:
S Gain access to the engine
S Drain the oil tank
S Drain the oil from the fuel/oil heat exchanger
S Drain the external gearbox
S Drain the oil pressure filter housing
S Drain the oil scavenge filter housing
S Drain the oil pump assembly
S Fill the engine oil tank with clean approved oil
S Dry motor the engine until you see an oil pressure indication on the ECAM
display screen.
S If there is not an oil pressure indication after 30 secs after N3 starts to turn,
stop the dry motor and carry out the following step.
Make sure you see oil in the oil tank sight glass
If necessary put oil in the tank until you can see oil in the sight glass
Repeat the dry motor of the engine until you see an oil pressure
indication on the ECAM display screen.
Put the aircraft back to its initial configuration.
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POWER PLANT
OIL
Figure 150
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Preservation of Main Line Bearings

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A380
80
ATA 80 STARTING
ENGINE STARTING SYSTEM
Introduction
The EEC is able to perform Automatic and Manual engine starts initiated by
digital command signals from the aircraft AFDX system.
To achieve engine starting, the following subsystems are combined:
S Starting
S Fuel
S Ignition
Each channel of the EEC interfaces with the Start Control Valve (SCV), the
Heigh Energy Igniter Unit (HEIU) / systems and the minimum pressure and
shutoff valve (MPSOV), in order to control their operation during the
starting/cranking phases.
The EEC controls the engine starting sequences, engine cranking options and
the ignition selection in response to aircraft command signals.
POWER PLANT
STARTING
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80
e. g. Engine #2
Figure 151
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Starting System Schematic

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80
ENGINE STARTING COMMAND CONTROLS

Cockpit Starting/Shutdown/Ignition Controls
Engine starting, cranking and ignition selection are commanded from the
aircraft cockpit panels. Engine cranking and starting is initiated by the EEC
based on the position of the switches on the aircraft cockpit panels. These
switch positions are transmitted to the EEC via the aircraft Avionics Full Duplex
Switched Ethernet (AFDX).
Engine Control Panel
The engine control panel is located on the central pedestal in the cockpit and
comprises:
1. Four Master Levers, one per engine each with two positions:
A. Engine ON
B. Engine OFF
2. One Rotary Selector (which serves all four engines) with three positions:
A. Crank
B. Normal
C. Ignition/Start
Engine Manual Start Pushbutton

The engine manual start pushbuttons are located on the overhead panel of
the cockpit. There is one guarded pushbutton for each engine.
Auto & Manual Starting
For automatic engine starts, only the Master Lever (one per engine) and Rotary
Switch are used. For manual (alternate) engine starts, the Manual Start push
button is used as well as the Master Lever and Rotary Switch.
Hardwired Master Lever position discrete signals are also available to the EEC.
If the aircraft is in flight and the Rotary Switch position is invalid the EEC will
initiate an auto relight if the Master Lever is toggled from OFF to ON.
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POWER PLANT
STARTING
Figure 152
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Cockpit Panels
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COCKPIT INDICATION
During the start sequence, the nacelle temperature indications are replaced by
the ignition and starting parameters on the System Display (SD).
The start parameters displayed are as follows:
S Ignition (A, B or AB).
S Start control valve position.
S Air pressure to the starter.
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STARTING
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POWER PLANT
STARTING
Figure 153
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Engine Staring Indications

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80
STARTER CONTROL VALVE (SCV)

Purpose
The starter control valve (SCV) controls the air supply to the starter motor.
Location
The starter control valve is installed in the starter duct at the lower left side of
the fan case. Access by opening the left fan cowl door.
Operation
On command from the EEC, the pneumatic starter control valve, controls the
flow of air to the pneumatic starter. During the starting sequence the pneumatic
starter control valve is commanded closed after the starter has reached cutout
speed.
A solenoidoperated valve and regulator control the supply of starter air duct
pressure to an actuator that moves the butterfly valve. The solenoid contains a
double coil assembly that is controlled by the EEC, one coil being connected to
EEC channel A, the other to EEC channel B. The regulator limits the pressure
of air to the pneumatic starter.
Two microswitches give an indication to the EEC of the valve position. One
microswitch is connected to EEC channel A, the other to EEC channel B.
Manual Operation
An extension of the butterfly valve shaft has a visual position indicator and a
square socket to permit manual operation of the butterfly valve. Access to the
square drive is via a sprung loaded flap in the fan cowl door. Manual operation
of the pneumatic start control valve does not require the fan cowl door to be
opened. This method can be used to dispatch the aircraft with a fault in the
SCV system.
Failure of SCV
Failure of the pneumatic starter control valve to close, or leakage of the starter
air ducting, is determined by commanded valve position and a flow detection
system in the start air ducting. When a failure is detected the engine cabin
bleed and aircraft crossflow valves are closed to prevent an overspeed of the
pneumatic starter or leakage of air into Zone 1.
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POWER PLANT
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Figure 154
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Start Control Valve

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80
STARTER MOTOR
Purpose
The pneumatic starter motor turns the external gearbox for starting and
motoring the engine. The external gearbox turns the highpressure shaft (N3).
Location
The starter motor is located on the left side front face of the external gearbox.
Access by opening the left fan cowl.
Description
The pneumatic starter motor consists of:
S Inlet housing with containment baffles
S Turbine rotor assembly
S Reduction gears
S Gear cage
S A clutch
S Transmission housing
S Splined output shaft
The inlet housing is designed to lessen the danger of turbine blades exiting the
starter in the event of a turbine rotor assembly failure. A quick attachdetach
(QAD) clamp attaches the starter motor to a QAD adapter, which is bolted to
the front face of the external gearbox. Dowels between the starter and adapter
ensure correct alignment of the starter motor.
Starter Oil System

The starter motor has a selfcontained oil system with the following parts:
S Gravity fill and overflow plug
S Oil sight glass
S Drain plug with an integral magnetic chip detector (MCD)
The MCD catches ferrous contamination in the starter oil system. To inspect
the MCD, unscrew from the drain plug housing and remove.
The air supply from the starter air duct turns the turbine at high speed with low
torque. The reduction gears reduce the speed and increase torque to the clutch
mechanism and output shaft. After passing through the turbine the air is
released to ambient through the exhaust deflector baffles. The clutch
mechanism (SEC) disengages the starter from the engine once the engine
reaches idle speed.
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POWER PLANT
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Figure 155
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Starter Motor
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POWER PLANT
STARTING
A380
80
STARTER OIL SERVICING

(AMM 801141)
The starter servicing procedure is detailed in the AMM 801141 and briefly
described below:
Detailed Inspection of the Starter MCD (AMM 801141)

The inspection of the Starter MCD is detailed the AMM 801141 and briefly
described below:
Note: The magnetic chip detector is installed through the center of the drain
plug. Do not remove the drain plug.
WARNING:
DO NOT LET ENGINE OIL STAY ON YOUR SKIN.

POISONOUS MATERIALS CAN BE ABSORBED THROUGH
YOUR SKIN.
CAUTION:
REMOVE ANY OIL SPILLAGE ON THE ENGINE

IMMEDIATELY WITH A LINT FREE CLOTH AS THE OIL MAY
CAUSE DAMAGE TO THE SURFACE PROTECTION OR
SOME ENGINE PARTS.
Procedure
S Open the fan cowl doors.
S Remove the drain plug and allow the oil to drain from the starter
S Install a new seal ring on the drain plug and install the drain plug, torque
tighten and safety.
S Remove the oil fill and overflow plugs from the starter and discard the seals.
S Add clean oil to the starter oil fill position until oil starts to drip from the oil
level overflow.
S Wait until oil does not drip from the oil level overflow.
S Remove oil from the external surface of the starter with a clean cloth
S Put new seal rings on the plugs and install the oil fill and overflow plugs,
torque tighten and safety.
S Look at the oil level sightglass and make sure the level is above the ADD
mark.
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Procedure:
S Remove the MCD plug and allow the oil to drain from the starter
S Put the MCD in clean Kerosene and remove the oil. The Kerosene must be
in a clean nonmetallic container.
S Examine the MCD in good light for contamination. If the MCD has chips
larger than 0.1 in (2.54 mm) in one direction is found, reject the starter.
S Keep any contamination which you find as this will help you to keep a record
of type of wear in the starter.
S If you reject the starter, send the contamination which you found with the
starter to the service bay.
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POWER PLANT
STARTING
Figure 156
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Starter Oil Servicing

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POWER PLANT
IGNITION
A380
74
ATA 74 IGNITION
ENGINE IGNITION SYSTEM
Purpose
Each engine has two ignition systems, 1 and 2, which can operate together
or independently to supply electrical sparks in the combustion chamber to
ignite the fuel/air mixture or keep combustion going.
Location
The ignition units are located on the lower left side of the fan case, rear unit
(system 1) and front unit (system 2). Access through left fan cowl. The two
igniter plugs fit through the outer combustion case.
Description
Each engine has two ignition systems, which can operate independently or
together. Each system has an ignition power supply and an ignition distribution
system. The ignition systems are operated when supplied with 115 V AC
(variable frequency) aircraft power by the EEC
The engine master lever must be in the ON position for supply of ignition
electrical power.
EEC logic is also used to operate the ignition systems when inclement weather
is detected at low power or there is an uncommanded engine run down:
S Automatic inclement weather protection (continuous ignition)
S Auto relight function
Continuous ignition is only used when commanded by the EEC for automatic
inclement weather protection, there is no manual selection of continuous
ignition.
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Ignition Selection
The EEC alternates between the 1 and 2 ignition systems for Automatic
engine ground starts. In the event of a failure to light being detected using
one system, the EEC automatically commands both ignition systems to operate
and sends an ignition failed message to the aircraft identifying the inoperative
components.
The EEC commands both ignition systems to operate for:
S manual ground starts
S inflight starts
S automatic inclement weather protection (continuous ignition)
S auto relight.
Quick Relight
If the master lever is accidentally moved to the OFF position during engine
operation and subsequently returned to the ON position within 30 seconds, the
EEC will command both ignition systems to operate until 10 seconds after the
engine reaches idle providing:
S The HP shaft speed is above 10% when the master lever is returned to the
ON position when in flight
S The HP shaft speed is above 50% when the master lever is returned to the
ON position when on the ground.
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POWER PLANT
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Figure 157
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Ignition System Schematic

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79
IGNITION SYSTEM COMPONENTS

Ignition Unit
The ignition unit is a capacitive discharge circuit. The unit converts the 115 V
AC variable frequency aircraft power supply input to provide an output voltage
of approximately 3 kV. Energy is stored in the ignition unit at 7.5 12.0 Joules
and released by the unit to give a spark to the igniter plug at a minimum rate of
60 sparks per minute.
There is no BITE within the ignition unit. The EEC monitors supply of power to
the ignition unit to enable faults to be annunciated and to allow automatic
selection of the other ignition system.
Igniter Plug
The igniter plug is a surface discharge type and is used to ignite the fuel / air
mixture in the combustion chamber. The igniter plugs are installed adjacent to
the fuel spray nozzles at position numbers eight (system 1) and twelve
(system 2) when the engine is viewed clockwise from the rear.
Ignition Lead
The ignition leads connect the ignition units to the igniter plugs and have
replaceable contact buttons at both ends.
The ignition lead from the igniter plug located adjacent to the number eight fuel
spray nozzle is connected to the rear ignition unit (system 1) and the igniter
lead from the igniter plug adjacent to the number twelve fuel spray nozzle is
connected to the front ignition unit (system 2).
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POWER PLANT
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Figure 158
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Ignition System Components

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IGNITION
A380
74
IGNITION SYSTEM DESCRIPTION

Ignition Power Supply
The ignition system 1 and ignition system 2 use power from the 115VAC
Emergency (Ignition) and 115VAC Normal (Ignition) electrical buses
respectively.
The EEC switches the supply of electrical power to each ignition box. When in
control, each channel can command both electrical power switches, even when
the other channel processor system is faulty. The EEC incorporates a power
monitor in each electrical power supply output to the ignition box.
The ignition boxes, when supplied with 115VAC convert and output this power
to the high tension supply to their respective surface discharge Ignition Plugs.
The engine electrical ground plane provides the high tension power return
patch.
Single & Dual Ignition Selection

The ignition system may be required by a number of functions, with a primary
choice of single or dual ignition circuit operation according to the table opposite.
To optimise the life of the ignition system (especially ignition plugs) and
minimise the risk of operation with dormant faults, the EEC will normally
command single ignition circuit operation for ground Autostart.
The cycle of ignition circuit operations, during ground autostart, is shown on the
table opposite. This will exercise all software controlled combinations of EEC
channel in control, ignition exciter, lead and plug and power source to expose
otherwise dormant faults.
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POWER PLANT
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Figure 159
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Ignition System Selection

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IGNITION
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79
REPLACEMENT OF THE IGNITION LEAD CONTACTS

Removal of the Ignition Lead Contacts
This task is covered in AMM Task 742152000802
YOU MUST ISOLATE THE ELECTRICAL POWER SUPPLY AT
LEAST 3 MINUTES BEFORE YOU WORK ON THE IGNITION
SYSTEM. THIS WILL LET THE SYSTEM VOLTAGE
DECREASE. THE IGNITION SYSTEM USES VERY HIGH
VOLTAGES WHICH ARE DANGEROUS. THE ELECTRICAL
POWER IS SUFFICIENTLY STRONG TO CAUSE AN INJURY
OR KILL YOU.
Make sure you observe all the Warnings in the AMM procedure.
S Disconnect the electrical input lead connector from the ignition system you
are going to work on.
S Put a blanking cap on the disconnected connector.
WARNING:
YOU MUST NOT BEND THE IGNITION LEADS TOO MUCH

WHEN YOU DISCONNECT/CONNECT THEM. THE IGNITION
LEADS CAN BE DAMAGED AND CAUSE ELECTRICAL
CIRCUIT DEFECTS.
Remove and discard the lockwire and disconnect the ignition lead connector
from the applicable ignition unit.
Remove and discard the lockwire and disconnect the ignition lead connector
from the applicable igniter plug.
Using pliers, remove the locating ring.
Remove the ceramic insulator
Remove the contact from the contact body
Put blanking caps on the ignition unit, igniter plug and ignition lead.
CAUTION:
S
S
S
S
S
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Installation of the Ignition Lead Contacts

This task is covered in AMM Task 742152400802
Make sure you observe all the Warnings in the AMM procedure.
S Remove the blanking caps from the ignition lead
S Install the contact in the contact body
S Install the ceramic insulator on the contact body
S Attach the insulator with the locating ring
S Connect the ignition lead connector to the applicable ignition unit
S Torque the connector and safety with lockwire or safety cable.
S Connect the ignition lead connector to the applicable igniter plug
S Torque the connector and safety with lockwire or safety cable.
S Connect the electrical input lead connector on the ignition unit
S Do a test of the Ignition System.
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POWER PLANT
IGNITION
Figure 160
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Ignition Lead Contact Replacement

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IGNITION
A380
79
IGNITER INSPECTION
(AMM 742151200801)
OR KILL YOU.
Observe all AMM Warnings
Examine the igniter plug for the following damage:
S Examine the igniter plug body, the joints and the igniter plug insulation
above the contact button for cracks. If cracked, reject.
S Frettage in the outer shell of the igniter plug. See AMM for limits.
S Examine the igniter tip for erosion. See AMM for limits.
S Examine the contact button for damage. If damaged, reject.
WARNING:
NOTE:
If excessive contact pitting can be seen due to arcing

impingement, reject.
If excessive contact pitting can be seen, examine the ignition

lead contact for excessive pitting. If excessive pitting can be
seen, replace the ignition lead contact.
S If the igniter is corroded and/or pitted, reject.
NOTE:
NOTE:
The igniter body has a rough surface when new.
S Examine the plug center electrode. If the center electrode is not there,
reject. If rejected, make an inspection of the HP turbine blades.
S Examine the insulator (between the center and outer electrode) for cracks
or missing pieces. If it is cracked or has missing pieces, reject.
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POWER PLANT
IGNITION
Figure 161
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Igniter Inspection
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IGNITION
A380
79
IGNITER PLUG REPLACEMENT

IGNITER REMOVAL (AMM 742151000801)
OR KILL YOU.
Observe all AMM Warnings
WARNING:
Procedure
S Apply antiseize compound (Omat 462) to the threads of the igniter plug
S Use HU43915 (socket) to install the igniter plug and torque to the value
given in the AMM
It is not necessary to carry out an immersion depth check when
installing an igniter. The adjusting shims are located between the
adapter and outer case and these are not removed during igniter
plug replacement.
Clean the contact buttons with emery paper (Omat 543). Remove the dust
with a lint free cloth
Connect the ignition lead to the igniter plug, torque and safety
Connect the applicable electrical input lead connector to the ignition unit
Reset the applicable circuit breakers
Carry out a test of the Ignition system
NOTE:
S
S
S
S
S
Procedure:
pages and open & safety the applicable circuit breakers.
S If working on an inboard engine, make sure the thrust reverser is
deactivated.
S Open the fan cowls and fan exhaust cowls
S Disconnect the applicable electrical input lead connector on the ignition unit
and cap the connector
S Remove the lockwire and disconnect the applicable ignition lead from the
igniter plug and cap the connector.
S Use HU43915 (socket) to remove the igniter plug and install blanking caps
on the plug and opening.
IGNITER INSTALLATION (AMM 742151400801)

Observe all safety Warning & Cautions
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POWER PLANT
IGNITION
Figure 162
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Igniter Removal Installation

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POWER PLANT
EXHAUST
A380
78
ATA 7830 THRUST REVERSER

TRENT 900 NACELLE OVERALL PRESENTATION
The nacelle is the aerodynamic structure around the engine.
The primary functions of the nacelle :
S Ensure smooth airflow both around and into the engine
S Protect the engine and the engine accessories
S Provide engine noise attenuation
S Permit access to the engine & its components for servicing and
maintenance
S Reverse engine fan flow after landing to brake aircraft
S Provide ventilation of the engine fan and core zones
S Participate to engine load distribution (load sharing)
The TRENT900 nacelle is composed of :

S Air Intake Cowl
S Fan Cowl Doors
S Thrust Reverser Cowl Doors only for inboard engines.
S Electronic Thrust Reverser Actuation System, mounted on the Thrust
Reverser forward frame.
S Fan Exhaust Cowls for outboard engines
S Exhaust Nozzle and Plugs (rear and forward)
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POWER PLANT
EXHAUST
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78
Thrust Reverser
or
Fan Exhaust Cowl
Pylon
Exhaust Nozzle
Exhaust Plugs
Fan Cowl Door
TRENT
TRENT 900
900 Engine
Engine
Figure 163 Trent 9000 Nacelle Overalll Presentation
Air Intake Cowl

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THRUST REVERSER COWL DOORS

Thrust Reverser Cowl Doors Presentation
The A380 inboard engines are equipped with Thrust Reverser Cowl Doors.
(Outboard engines are equipped with Fan Exhaust Cowls.
The main function of the Thrust Reverser is to contribute to the aircraft braking
at landing.
The Thrust Reverser assembly encloses the engine core with an aerodynamic
flow path, and provides a fan exhaust duct and nozzle exit.
The Thrust Reverser assembly is located between the Fan Cowl Doors and the
Exhaust. It is attached to the wing pylon by four hinges. Two hinges are
attached to floating rods.
The Thrust Reverser assembly is a cascade type Thrust Reverser with
translating cowls and blocker doors.
It is made of two halves that make a duct around the engine core. Each half
consists of a fixed structure, which provides support for the cascades and
actuation system, and a translating cowl.
The Thrust Reverser halves open at 6 oclock and rotates around the 12
oclock hinge beam to give access to the engine during maintenance
operations.
The Thrust Reverser system is composed of :
S the structure
S the Powered Cowl Opening System
S the control and indicating : the ETRAS (Electronic Thrust Reverser
Actuation Controller)
Thrust Reverser Cowl Doors Structure

The Thrust Reverser structure is composed of a fixed structure (outer and
inner fixed structure) and the translating cowl.
FIXED STRUCTURE
Outer Fixed Structure Assembly
The outer fixed structure assembly is composed of the following components:
S the forward frame
S the Jring
S the cascades assembly (12 cascades)
Inner Fixed Structure Assembly
The inner fixed structure assembly is composed of the following components:
S the 12 oclock hinge beam
S the 6 oclock latch beam
S the Inner Fixed Structure (IFS)
TRANSLATING STRUCTURE
The translating structure is composed of the following components:
S the translating cowl (including two translating sleeves),
S the blocker doors and links (six for each translating cowl).
POWER PLANT
EXHAUST
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EXHAUST
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78
PRECOOLER
SCOPE
TCC INLET
FINGER
SEALS
CASCADES
12 POSITIONS
BLEED
VALVES
BLOCKER DOORS
(6 POSITIONS)
J-RING
INNER FIXED
STRUCTURE
LINKS
(6 POSITIONS)
TRANSLATING COWL
Weight: 650 kg (1 430 lbs) per Cowl Door

Figure 164
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Thrust Reverser Cowl Doors

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78
FAN EXHAUST COWL

This component is dedicated to be installed on the utboard nacelles in
replacement of the Thrust Reversers.
The Fan Exhaust Cowls (FEC) therefore share the same external interfaces as
the Thrust Reverser.
It differs from the Thrust Reverser Cowl Doors by :
S No ETRAS
S No blocker doors and links
S No translating structure
S No latch L8
S Carrying a Core Pressure Relief Door
If the Core Pressure Relief Door is opened, the red popout goes out and is
visible from the ground.
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EXHAUST
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EXHAUST
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Weight: 380 kg (840 lbs) per Cowl
View from internal side
No ETRAS
Pressure
Relief Doors
(left side)
Pop Out
View from external side
No Blocker Doors
No Links
No Translating Structure
No Latch L8
Figure 165
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Fan Exhaust Cowl

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POWER PLANT
EXHAUST
A380
RR Trent 900
78
FAN EXHAUST COWL/THRUST REVERSER COWL

Opening
The fan exhaust cowl / thrust reverser cowl doors can be opened for
maintenance purposes on the engine. The unlatching sequence is carried out
from the latch access door and the latches all installed at the bottom of the fan
exhaust cowl / thrust reverser cowl. Unlocking of these latches is done in a
defined sequence:
S the Latch L1 is opened first by pulling the lock trigger and the handle to the
down position,
S the Latch L6.1 handle has to be fully open,
S the Latch L6.2,
CAUTION:
MAKE SURE THAT THE WIND SPEED CONDITIONS ARE

NOT MORE THAN 45 KNOTS.
CAUTION:
BEFORE OPENING THE FAN EXHAUST COWLS / THRUST

REVERSER COWLS, MAKE SURE THAT SLATS ARE
RETRACTED AND THAT THEY CANNOT MOVE, TO
PREVENT FROM POSSIBLE INTERFERENCES.
CAUTION:
BEFORE OPENING THE FAN EXHAUST COWLS / THRUST

REVERSER COWLS OF INBOARD ENGINES (2 OR 3), MAKE
SURE THAT THE THRUST REVERSER SYSTEM HAS BEEN
DEACTIVATED FOR MAINTENANCE.
A push/pull cable connects the latch L6.1 to the latch L7. When
you unlatch the latch L6.1, you unlatch the latch L7 at the same
time.
S the Latch L5.2
S the Latch L5.1,
S the Latch L4,
S the Latch L3,
S the Latch L2.
Once the fan exhaust cowl / thrust reverser cowl doors are unlocked, the
opening is done from the switch box. There is one switch box per side. The
maintenance personnel must push the UP switch until the fan exhaust cowl /
thrust reverser cowl door is opened and the HOR is locked. When the HOR is
locked, the green stripe is visible. Then the maintenance personnel must push
the DOWN switch to hold the fan exhaust cowl / thrust reverser cowl on the
HOR. The fan exhaust cowl / thrust reverser cowl doors have two open
positions:
S initial position of 35 degrees,
S full open position of 45 degrees.
NOTE:
NOTE:
FRA US/T
To open the cowl up to 45 degrees, it must be open up to 35

degrees before and hold open rod have to be put on its 45
degrees fitting.
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Figure 166
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Fan Exhaust Cowl/Thrust Reverser Cowl Opening

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Figure 167
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Fan Exhaust Cowl/Thrust Reverser Cowl CAUTION

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Specific Latch for Inboard Engines

In addition, the two fixed halves of the thrust reverser structures for the inboard
engines are connected together by an eighth latch L8. The latch L8 is
composed of a telescopic locking system permanently connected to the LH
structure at 12 oclock and a pin latch at 6 oclock position. A handle controls
this latch, and locks/unlocks simultaneously the 6 oclock pin latch via a
command rod and the 12 oclock latch. The 12 oclock latch is linked to the 6
oclock pin latch by the push/pull cable.
To open the thrust reverser cowls, you must:
S Turn counterclockwise the handle,
S Pull the handle until the red strip becomes visible to unlock the latch L8,
S Turn clockwise the handle.
To close the cowls, you must make sure that the latch L8 returned correctly in
its stored position. You must also secure it by reinstalling the safety ball pin.
L8 is the first latch to be opened for the opening sequence of the
thrust reverser cowl on the inboard engines.
NOTE:
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Figure 168
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Specific Latch for Inboard Engines

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The Hold Open Rod (HOR)

Each Thrust Reverser Cowl Door opens and is maintained in the opened
position by one HOR.
The other mean of retention is the cowl door opening actuator.
Two opening positions : 35 and 45.
The HOR keeps the Thrust Reverser Cowl Door in the opened position for
ground maintenance.
The ends of the HOR are attached to a fitting on the Thrust Reverser Cowl
Door and to a bracket on the engine.
The 35 fitting is the storage fitting.
It is necessary to move the HOR on a second forward frame fitting to open the
Thrust Reverser Cowl Door in the 45 position.
Coloured flags enable to know the HOR state :
S red indicator : unlock
S green indicator : lock
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Hold Open Rod in stored position
35 fitting
45 fitting
Hold Open Rod in 45
opened position
Figure 169
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Hold Open Rod
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Fan Exhaust Cowl/Thrust Reverser Cowl Closing

At the end of maintenance tasks on the engine, the fan exhaust cowl / thrust
reverser cowl doors have to be closed to put the aircraft back into operation.
First of all, the maintenance personnel must push the UP switch to unload the
HORs. The HOR is then unlocked and in this case, the red stripe is visible. The
DOWN switch must be pushed and held until the fan exhaust cowl / thrust
reverser cowl door closes completely.
You cannot close the cowl from the 45 degrees position to the 35
degrees position directly. At 35 degrees, put the hold open rod on
the 35 degrees HOR fitting.
The locking of these latches is done in a defined sequence:
S the Latch L2 first,
S the Latch L3,
S the Latch L4,
S the Latch L5.1,
S the lLatch L5.2,
S the Latch L6.1 handle has to be fully closed,
NOTE:
A push/pull cable connects the Latch L6.1 to the Latch L7. When
you latch the Latch L6.1, you latch the Latch L7 at the same
time.
S the Latch L6.2,
S and at the end, the Latch L1 is closed by pulling the lock trigger and the
handle upward.
Once the latches are locked, the latch access door has to be closed.
NOTE:
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Figure 170
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Fan Exhaust Cowl/Thrust Reverser Cowl Closing

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Manual Opening/Closing
Each fan exhaust cowl / thrust reverser cowl is equipped with an opening
actuator, which has a MDU (Manual Drive Unit). This MDU can be used for the
opening/closing of the fan exhaust cowl / thrust reverser cowl when the
electrical power is off, or in case of failure of the electrical functions in the cowl
opening system. The fan exhaust cowl / thrust reverser cowl can be open
manually to 35 or 45 degrees.
To open the fan exhaust cowl / thrust reverser cowl manually, you must:
S Remove the MDU cap
S Put the tool in the MDU 3/8 square
S Use the tool to open the actuator to 35 degrees position (clockwise) until
HOR locking
S Use the tool to release the weight of the cowl on the HOR
(counterclockwise)
S To open the cowl to 45 degrees position, put the HOR on its 45 degrees
fitting, and use the tool to open the actuator to 45 degrees position
(clockwise) until HOR locking
NOTE:
The HOR makes a rattling noise at the locked position.
S Use the tool to release the weight of the cowl on the HOR
(counterclockwise)
S Remove the tool and reinstall the cap at the end.
NOTE:
The HOR locking sleeve must slide to show the green stripe
(locked position) and hide the red stripe.
CAUTION:
IF POWERED TOOLS ARE USED, ONLY USE POWERED

TOOLS WITH A TORQUE LIMITER TO MAXIMUM VALUE
133.5 IN.LBS (15 N.M).
CAUTION:
TURN THE TORQUE WRENCH SLOWLY WHEN THE HOLD

OPEN ROD IS NEAR THE LOCKED POSITION TO PREVENT
DAMAGE TO THE HOLD OPEN ROD AND TO THE THRUST
REVERSER STRUCTURE.
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Figure 171
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Manual Opening/Closing
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THRUST REVERSER INHIBITION

Power Inhibition for Maintenance
To make sure that the thrust reverser system is unserviceable for maintenance,
the TRPU (Thrust Reverser Power Unit) has to be deactivated by inhibiting the
power supply of the thrust reverser system. The TRPUs are installed on the
inboard engines only, under the LH fan cowl door.
In normal operation, the TRPU is powered with 115 VAC 3 phase by the EIPM
logic. The TRPU then energizes the ETRAC (Electronic Thrust Reverser
Actuation Controller), which will supply the PDU (Power Drive Unit) to control
the actuators.
So the power supply inhibition requires the removal of the ball pin from the
TRPU and to turn the TRPU lever to the INHIBITED position. The ball pin
must be reinstalled. When the TRPU lever is in the INHIBITED position, the
ETRAC is no longer supplied. A lockout pin with the REMOVE BEFORE
FLIGHT flag must be installed in the TRPU hole.
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Figure 172
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Thrust Reverser Inhibition for Maintenance

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Power Inhibition and Mechanical Inhibition Before Flight

To make sure that the thrust reverser system is unserviceable for flight, the
TRPU has to be electrically deactivated and the two translating cowls
mechanically deactivated. The mechanical inhibition device of the thrust
reverser is accessed by loosening the four captive screws on the mechanical
inhibition access panel installed on the rear lower part of the thrust reverser
cowls.
The mechanical inhibition requires the removal of the ball pin from the
mechanical device. By using a lever, the mechanical inhibition device is then
set to the INHIBITED position. The ball pin has to be reinstalled to lock the
mechanical inhibition device. When the thrust reverser system is mechanically
inhibited a red popout is visible on the inhibition access panel.
TO INHIBIT THE THRUST REVERSER SYSTEM YOU MUST
INHIBIT IT ON ENGINE 2 AND 3,
REFER TO MMEL + CDL.
WARNING:
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Figure 173
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Thrust Reverser Inhibition Before Flight

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THRUST REVERSER CONTROL COMPONENT DESCRIPTION

Major Component Identification
The major components of the ETRAS are installed on the forward frame of the
LH (Left Hand) fan exhaust cowl:
S the PDU is installed on the upper part,
S the ETRAC and TRPU are installed on the middle side,
S the TLS Power Unit is installed on the lower part.
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Figure 174
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Major Component Identification

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THRUST REVERSER CONTROL FUNCTION OPERATION

General
The A380800 Trent 900 Electrical Thrust Reverser Actuation System
(ETRAS) is an electromechanical system which allows the translating cowls of
the engine 2 & 3 to be deployed and stowed in response to electrical
commands from the EEC and from the aircraft interfaces.
The thrust reverser assembly is installed at the aft part of the nacelle, only on
the aircraft inboard engines (No. 2 & 3).
The assembly is a conventional fixed cascade translating cowl blocker door
type. It is made of two halves that make a duct around the engine.
Each halve has a fixed structure, which is used as a support for the cascades,
the actuation system and the translating cowl.
Both enginetranslating cowls are mechanically linked and slid onto the thrust
reverser upper and lower tracks.
The Thrust Reverser halves open at the 12 oclock hinge beam to give access
to the engine during maintenance operations.
The ETRAS carries out the following functions:
S deployment of the thrust reverser translating cowls when the deploy
command is set,
S stowage of the thrust reverser translating cowls when the stow command is
set,
S avoidance of inadvertent deployment of the thrust reversers,
S manual deployment and stowage of the translating cowls for maintenance,
S manual inhibition and deactivation of the translating cowls for maintenance.
Architecture
The Deploy command has three independent electrical command lines upon a
reverser thrust selection on the throttle control assembly:
S an aircraft 115 VAC power supply commanded by the flight/ground control
PRIM to the tertiary lock system,
S an aircraft 155 VAC from EIPM to TRPU,
S an electrical command from EEC to ETRAC.
For ETRAS monitoring, fault reporting and BITE test, the EEC communicates
with the OMS (Onboard Maintenance System) and CDS (Control and Display
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System) via ADCN. For maintenance equipments, a thrust reverser operational

test (deploy/stow) is available on the OMS.
The ETRAS is basically composed of:
S ETRAC (Electronic Thrust Reverser Actuation Controller),
S TRPU (Thrust Reverser Power Unit),
S PDU (Power Drive Unit) electrical motor,
S 6 ball screw actuators mechanically driven through a synchronizing flexible
shaft power train system from the PDU.
Actuation
The ETRAS (Electrical Thrust Reverser Actuation System) operates in normal
mode, when the following initial conditions are met:
S aircraft on the ground,
S engines are running,
S and Throttle Lever in Reverse thrust position.
The Electrical Power is supplied from the aircraft to the TRPU.
The TRPU supplies electrical power through the ETRAC to all the electrical
components.
The ETRAC releases all the locks and the PDU brake.
Electrical power is transformed into mechanical power by the PDU.
The PDU is composed of:
S a motor and a resolver assembly,
S a brake assembly.
The disc brake of the PDU needs to be energized for release.
When the brake solenoid is deenergized, the disc brake engages:
S to maintain preload of actuation system in fully stowed position,
S to lock the T/R in fully deployed position.
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Figure 175
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Thrust Reverser Operation 1

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The electrical motor of the PDU gives torque and rotational speed to the
flexible shafts,
S Mechanical power is then distributed to middle ballscrew actuators by 2
flexible shafts.
S Mechanical power is distributed to the other 4 actuators by flexible shafts.
Middle actuators have a MDU (Manual Drive Unit) which allows the manual
deployment / stowage for maintenance operations.
There are two primary locks, one on the top right actuator and one on the top
left actuator.
These internal locks are part of retention means of the thrust reverser system.
Their function is to lock the thrust reverser when stowed.
Two resolver sensors mounted on the lower actuators monitor the position of
the translating cowls.
The EEC detects that:
S the upper translating actuators (LHS and RHS) are locked, through the two
primary lock system proximity sensors.
S the translating cowls are in the stowed position through the lower actuator
position cowl resolvers.
The ETRAC implements the ETRAS control functions except for tertiary lock.
The ETRAC commands the left PLS to unlock for deployment, and through the
TRPU:
S the right PLS and the disc brake to unlock for deployment,
S the disc brake to engage at the end of the deploy sequence, to secure the
T/R in fully deployed position,
S the disc brake to unlock for stowing,
S the electrical motor of the PDU for deployment or stowing,
S provides monitoring data to the EEC, including ETRAS BITE results, data of
the TRPU internal power switch.
The TLS (Tertiary Lock System) is installed on the nacelle structure at the rear
bottom of the left translating cowl.
The function of the TLS is to lock the thrust reverser when it is stowed, in order
to prevent an inadvertent deployment, mainly in flight.
The TLS design follows a failsafe motion in which the TLS engages into a
locked position when the electrical power is removed.
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The TLS (Tertiary Lock System) is mechanically locked. The Tertiary Lock
System must be electrically released to allow deployment.
Two proximity sensors are mounted on this Tertiary Lock System.
The EEC detects that the TLS is locked or unlocked through the two TLS
proximity sensors.
First Defense Line
When The EEC detects that the aircraft is on the ground (LGERS discrete
signal) and TRA (Throttle Reverser Angle) thresholds are reached (9 for
deploy signal and 8 for stow signal), the EEC sends to the ETRAC (Electronic
Thrust Reverser Actuation Controller) deploy/stow order for thrust reverser
operation.
Second Defense Line
Actuating as the second line of defense of the ETRAS:
S The Engine Interface Power Management (EIPM) will control the switching
of low power supply (28 VDC) to the ETRAC for basic control of the thrust
reverser system in normal operation and during maintenance operation
when the aircraft is on the ground (LGERS discrete signal).
S The EIPM controls and monitors the switching of the 115 VAC 3 phases
power supply to the TRPU.
Third Defense Line
The PRIM (PRIMary flight control and guidance computer) installed in the
avionic bay will control the switching of the SSPC (Solid State Power
Controller) providing the third line of defense of the ETRAS system.
The 115 VAC power supply for the Tertiary Lock System will be transformed
and rectified into DC voltage through a TLS Power Unit.
The thrust reverser tertiary lock is the third line of defense to avoid an
inadvertent deployment in flight. It stops the mobile structure in case of failure
of the primary locks.
The tertiary lock is composed of one electromechanical lock, installed on the
left 6 oclock beam.
The tertiary lock can be manually deactivated in the unlock position to manually
deploy the sleeves to get access to the cascades.
Two proximity sensors send the TLS position to the EEC.
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Figure 176
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Deploy Sequence
The two translating cowls are initially stowed.
S the upper translating actuators (LHS and RHS) are locked through the
proximity sensor signals of the Primary Lock System (PLS).
S the translating cowls are in the stowed position through the translating cowl
resolver signals.
The deploy command is set.
The third defense line closes alternative current contactor and energizes the
TLS once the TRA (Throttle Resolver Angle) is detected below the 4.5 degrees
position.
The EIPM (Engine Interface Power Management) will command the 115 VAC
(3 phases) power supply at the TRPU (Thrust Reverser Power Unit) input once
the TRA is detected below the 7 degrees position and ETRAC is supplied
with 28 VDC.
The EEC confirms that the TLS is released through the TLS sensor A & B
signals.
The deploy command will be sent by the EEC to the ETRAC through ARINC
429 bus.
The EEC will apply an hysteresis of 0.9 degrees on the throttle position: the
throttle deploy condition will be true when the selected TRA is below 9.0
degrees and will remain true until the selected TRA goes above 8.1 degrees.
The engine throttle lever moves to a position below 9.0 degrees. The TRPU
is distributing the electrical power to all the electrical components through
ETRAC, which commands locks and the brake to be released. The PDU
(Power Drive Unit) transforms the electrical power into mechanical power.
The mechanical power is distributed to:
S the two middle ballscrew actuators by two synchro flex shafts.
S the upper and lower actuators by four other flex shafts and allow the
translating cowl to move in the deployment position.
S the PLS are unlocked through the PLS unlock proximity sensor signals.
S the translating cowls are no more in the stowed position through left and
right translating cowl resolvers signals.
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The time for both translating cowls to deploy is monitored.

When both translating cowls reach 80 % of the full stroke, the EEC detects that
the thrust reverser is fully deployed through left and right translating cowl
resolvers signals.
Near full deploy position; the speed is reduced to slow.
When 100 % of the stroke is reached, the end actuator hard stop is engaged.
The motors stall at low speed and force limit. The ETRAC deenergizes lock
drivers, brake drivers and disables inverter. The aircraft opens alternative
current contactor and may deenergize the Tertiary Locking System.
Stow Sequence
When the Aircraft is on the ground and a deploy command has previously been
executed, or partially executed, the pilot selecting forward thrust will cause the
EEC to initiate a stow command. The EEC will send the stow command to the
ETRAC via the data bus which will then release the brake and command the
motor to rotate in the opposite direction drawing the sleeves to close. The stow
command will be transmitted continuously by the EEC to the ETRAC until the
EEC detects the thrust reverser to be fully stowed.
The STOW sequence follows different steps:
The system is initially in the deployed position.
The engine throttle lever moves to the forward position and above 8 degrees.
The EEC detects the TRA position above 8 degrees.
The stow command sent by the EEC to the ETRAC through ARINC 429 bus.
The aircraft closes alternative current contactors and energizes the TLS once
the TRA is detected up to 4.5 degrees position.
The TRPU supplies the electrical power to all electrical components through
the ETRAC, which commands the locks and brake to be released. The
electrical power is transformed into mechanical power by the PDU.
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The mechanical power is supplied to:

S the two middle ballscrew actuators by the two synchro flex shafts.
S the upper and lower actuators by four other flex shafts and let the
translating cowl move in the stowage position.
S The EEC detects that:
S the PLS are unlocked through the PLS unlock proximity sensor signals.
S the translating cowls are no more in the deployed position through left and
right translating cowl resolver signals.
The translating cowls reach the position at which the tertiary lock is
mechanically locked.
S the TLS is locked through the TLS sensor signals.
S the PLS are locked through the PLS unlock proximity sensor signals.
S the translating cowls are in the stow position through the left and right
translating cowl resolvers signal.
S the thrust reverser is stowed and locked.
The EIPM switches off the 115 VAC (3 phases) power supply at the TRPU
input at the end of the stow sequence when the EEC indicates that
the thrust reversers are locked with a confirmation of 1 second.
The ETRAC 28 VDC will be isolated by the EIPM.
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Figure 178
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Summary
The following schematic summarizes the deploy and stow sequence.
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Figure 179
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Thrust Reverser Movement Summary

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THRUST REVERSER MAINTENANCE

Manual Deploy/Stow the Thrust Reverser Translating Cowl
The procedure to manually deploy the thrust reverser translating cowl is:
S Make the thrust reverser unserviceable for maintenance (TRPU (Thrust
Reverser Power Unit) inhibition),
S Make the TLS (Tertiary Lock System) of the thrust reverser unserviceable,
S Unlock the PLS (Primary Lock System) of left thrust reverser
S Release the brake of the PDU (Power Drive Unit),
S Unlock the PLS of right thrust reverser
S Make the right and left MDUs (Manual Drive Units) of the thrust reverser
operative,
S Manually deploy the thrust reverser translating cowl,
S Make the right and left MDUs of the thrust reverser inoperative.
The procedure to manually stow the thrust reverser translating cowl is:
S Make the thrust reverser unserviceable for maintenance,
S Make the TLS of the thrust reverser unserviceable,
S Make the right and left MDU of the thrust reverser operative,
S Active the PLS of the right thrust reverser
S Active the PLS of the left thrust reverser
S Manually stow the thrust reverser translating cowl,
S Make the right and left MDU of the thrust reverser inoperative,
S Active the brake of the PDU.
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Figure 180
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Deploy/Stow the Thrust Reverser Translating Cowl

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Make the Thrust Reverser Unserviceable for Maintenance

UNSERVICEABLE (INSTALLATION AND SECURIZATION OF
THE INHIBITION DEVICE) BEFORE YOU DO A WORK ON OR
AROUND THE THRUST REVERSER. IF YOU DO NOT
INSTALL AND SECURE THE INHIBITION DEVICE, YOU CAN
CAUSE ACCIDENTAL OPERATION OF THE THRUST
REVERSER AND INJURY TO PERSONS AND/OR DAMAGE
TO THE EQUIPMENT.
The opening of fan cowl doors gives access to the TRPU.
To make the TRPU unserviceable, you must:
S Remove the ball pin from the TRPU,
S Move the TRPU lever to the inhibited position,
S Install the ball pin on the TRPU,
WARNING:
CAUTION:
AFTER INSTALLATION OF THE BALL PIN, CHECK THAT THE

BALL PIN IS CORRECTLY INSTALLED BY PULLING IT.
S Install the lock out pin with the Remove Before Flight flag in the TRPU
hole.
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Figure 181
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Thrust Reverser TRPU Deactivation

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Make the TLS of the Thrust Reverser Unserviceable

WARNING:
IF YOU INHIBIT THE THRUST REVERSER ENGINE 2, YOU

MUST INHIBIT THE THRUST REVERSER ENGINE 3 AND
OPPOSITE.

UNSERVICEABLE (INSTALLATION AND SECURIZATION OF
THE INHIBITION DEVICE) BEFORE YOU DO A WORK ON OR
AROUND THE THRUST REVERSER. IF YOU DO NOT
INSTALL AND SECURE THE INHIBITION DEVICE, YOU CAN
CAUSE ACCIDENTAL OPERATION OF THE THRUST
REVERSER AND INJURY TO PERSONS AND/OR DAMAGE
TO THE EQUIPMENT.
Thrust reverser TLS is located at the lower part of the thrust reverser behind
the mechanical inhibition access door
To make the thrust reverser TLS unserviceable, you must:
S Remove the ball pin from the TLS,
S Move the yellow lever on the UNLOCKED position,
S Install the ball pin to lock the lever.
When the access door is closed, make sure that the visual popout is visible.
WARNING:
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Figure 182
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TLS Deactivation
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Unlock/Active the PLS of the Thrust Reverser

There are two PLSs per engine. The opening of fan cowl doors gives access to
PLSs
To unlock the PLS of the thrust reverser, you must:
S Remove the inhibition pin from the end of the lever,
S Rotate the lever to put the translating axis knob in the UNLOCKED
position,
S Install the inhibition pin at the end of the lever.
To active the PLS of the thrust reverser, you must:
S Remove the inhibition pin from the end of the lever,
S Rotate the lever to put the translating axis knob in the ACTIVE position,
S Install the inhibition pin at the end of the lever.
POWER PLANT
EXHAUST
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POWER PLANT
EXHAUST
Figure 183
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Unlock/Active of PLS at the Thrust Reverser

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Page 359
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78
Release/Active the Brake of the PDU

The PDU (Power Drive Unit) is installed behind the fan cowl doors.
To release the brake of the PDU, you must:
S Move the yellow lever to the UNLOCKED position.
To active the brake of the PDU, you must:
S Move the yellow lever to the ACTIVE position.
POWER PLANT
EXHAUST
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POWER PLANT
EXHAUST
Figure 184
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Release/Active the Brake of the PDU

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78
Make the MDUs of the Thrust Reverser Operative/Inoperative

There are two MDUs (Manual Drive Units) per engine. They are installed
behind the fan cowl doors.
To Make the MDUs of the thrust reverser operative, you must:
S Make sure that the yellow levers of the two MDUs are on the ACTIVE
position,
S If not, move them on the ACTIVE position.
To Make the MDUs of the thrust reverser inoperative, you must:
S Make sure that the yellow levers of the two MDUs are on the LOCKED
position,
S If not, move them to the LOCKED position.
POWER PLANT
EXHAUST
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POWER PLANT
EXHAUST
Figure 185
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Deactivating the MDUs

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POWER PLANT
EXHAUST
A380
RR Trent 900
78
Manually Deploy/Stow the Thrust Reverser Translating Cowl

To manually deploy the translating cowl of the thrust reverser, you must:
S Put the 3/8 inch speed wrench at the MDU,
NOTE:
NOTE:
make sure that the male square drive of the speed wrench is
correctly engaged in the MDU, before you turn the MDU.
you can use special pneumatic or electrical tool to turn the
MDU.
S Push and turn the MDU clockwise to deploy the translating cowl of the
thrust reverser until the MDU torque limiter releases,
The translating cowl can be deployed either with the left MDU or
with the right MDU.
S Remove the speed wrench.
To manually stow the translating cowl of the thrust reverser, you must:
S Put the 3/8 inch speed wrench at the MDU,
NOTE:
NOTE:
NOTE:
Note: make sure that the male square drive of the speed wrench
is correctly engaged in the MDU, before you turn the MDU.
you can use special pneumatic or electrical tool to turn the
MDU.
S Push and turn the MDU counterclockwise to stow the translating cowl of
the thrust reverser until the MDU torque limiter releases,
The translating cowl can be stowed either with the left MDU or
with the right MDU.
S Remove the speed wrench.
NOTE:
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POWER PLANT
EXHAUST
Figure 186
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Manual Ops. of Thrust Reverser Translating Cowl

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A380
78
EXHAUST
The Exhaust system is composed of two parts, the Nozzle and the Plugs (Rear
and Front).
It is an acoustically treated structure that provides flow contour for engine
exhaust gas.
The upper part of the Nozzle is equipped with finger seals, which are fire seals.
There are three spigots on the Nozzle.
Spigots are locators and ease the Nozzle removal and installation.
POWER PLANT
EXHAUST
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POWER PLANT
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A380
78
Weight:
Nozzel Finger Seals
50 kg (110 lbs) for Nozzle

35 kg (75 lbs) for FWD Plug
15 kg (35 lbs) for Rear Plug
3 Spigot
Rear Plug
Forward Plug
Nozzle
Figure 187
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Exhaust
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Page 367
ELECTRICAL POWER
A380
RR Trent 900
24
VARIABLE FREQUENCY GENERATOR (VFG)
Purpose
The function of the VFG is to supply 115 V ac, 3 phase power for use in the
aircraft electrical systems.
Location
The VFG is installed on the rear left side face of the external gearbox of each
engine.
Description
The VFG is an AC generator, which provides 115v AC 3phase variable
frequency electrical power to the aircraft. The VFG is attached directly to the
gearbox via studs on the gearbox rear face.
VFG Oil System

The VFG has an integral oil system to lubricate and keep it cool. The oil is
cooled by fan air passing through a heat exchanger, which is then vented
overboard through the left fan cowl. There is also a filter to remove
contaminants from the oil, which has a pop out indicator to show when it is
blocked.
VFG Air/Oil Heat Exchanger Location
The heat exchanger is installed on the lower left side of the fan case and
consists of:
A finandplate heat exchanger
An outlet duct
A seal which abuts the inner surface of the left fan cowl door.
The air/oil heat exchanger dissipates the VFG heat by exchanging heat
between the VFG oil and engine fan air. The fan air inlet is on the inner surface
of the fan case and allows air to enter the heat exchanger which is bolted to the
fan case outer surface.
The heat exchanger has a bypass valve, which allows the oil to bypass the
cooler matrix when the oil temperature is low.
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ELECTRICAL POWER
Figure 188
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VFG Air/Oil Heat Exchanger

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VFG OIL SERVICING
Description
The VFG (Variable Frequency Generator) is mounted on the engine accessory
gearbox located in the engine nacelle.
The filling ports and a sight glass are mounted on the LH side of the VFG.
The VFG is cooled and lubricated by an internal oil cooling system with an
engine mounted, called the ACOC (Air Cooled Oil Cooler).
This ACOC uses airflow from the fan case to cool the VFG oil.
The cooling system limits the temperature VFG oil inlet to 125_C.
A manual disconnection of a faulty VFG could be done through the DRIVE P/B
on the overhead ELEC panel (1225 VM).
When disconnected, VFG cannot be reconnected and should be removed from
the A/C.
ELECTRICAL POWER
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ELECTRICAL POWER
Figure 189
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VFG Oil Servicing

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ELECTRICAL POWER
A380
24
OIL SERVICING
Level Check
There are two ways to do a check of the oil level:
S on the vertical sight glass, directly installed on the VFG,
S with the ROLS (Remote Oil Level Sensor).
The ROLS gives indications on the CMS (Central Maintenance System),
through the servicing report or on the ECAM in case of a low level.
The ROLS has three sensors for three different levels:
S an oil level overfill sensor which results in the message FULL/OVERFILL
OIL LEVEL,
S a low level sensor, which gives the message LOW OIL LEVEL (500 hours
before refill),
S a very low level sensor which gives the message VERY LOW OIL LEVEL.
Those messages are presented on the SD status page.
They appear as well as on the servicing report or by using the CMS via the
fault flight report.
The ROLS operates on ground four minutes after engine shutdown.
NOTE:
Note: To access to the VFG, it is necessary to open the fan cowl.
DPI
The DPI (Differential Pressure Indicator) extends if the oil filter is clogged.
At the same time, it triggers a message through the GGPCU (Generator and
Ground Power Control Unit) to the CMS.
In that case, applicable procedure for oil filter check should be done.
WARNING:

ENGINE PARTS AFTER THE ENGINE IS SHUTDOWN. THE
WARNING:
YOU MUST NOT LET ENGINE OIL STAY ON YOUR SKIN.

FLUSH THE OIL FROM YOUR SKIN WITH WATER.
WARNING:
YOU MUST NOT BREATHE THE FUMES.
WARNING:
YOU MUST NOT GET ENGINE OIL IN YOUR EYES OR IN

YOUR MOUTH. PUT ON GOGGLES AND A FACE MASK.
WARNING:
IF YOU GET ENGINE OIL IN YOUR MOUTH, YOU MUST NOT

CAUSE VOMITING BUT GET MEDICAL AID IMMEDIATELY.
HUMAN FACTOR POINTS:

CAUTION:
TO PREVENT DAMAGE, DO NOT DO THE SERVICING OF A

DISCONNECTED VFG.
CAUTION:
DO NOT USE DEVICES OTHER THAN THE APPROVED

OVERFLOW DRAINHOSE FITTING. HARD METAL OBJECTS
SUCH AS SCREWDRIVERS CAN CAUSE DAMAGE TO THE
OVERFLOW DRAINVALVE SEAT.
CAUTION:
USE ONLY NEW OIL CANS, WHEN YOU FILL THE VFG WITH
OIL OR ADD OIL TO THE VFG. THE CONTAMINATION IN OIL
THAT STAYS IN OPEN CANS CAN CAUSE FAST
DETERIORATION OF THE OIL AND WILL DECREASE THE
LIFETIME OF THE VFG.
CAUTION:
DO NOT USE SOLVENTS THAT CONTAIN CHLORINE TO

CLEAN THE EQUIPMENT (PUMP, HOSES, TANK AND
FUNNEL) USED TO FILL THE VFG WITH OIL. CHLORINE
CONTAMINATION OF THE OIL CAN CAUSE FAST
DETERIORATION OF THE OIL AND WILL DECREASE THE
LIFETIME OF THE VFG
Refilling
For the refilling connect the pressure fill hose of the pumphand, oil fillingup to
the pressure fill port.
The oil overflow is collected from the over fill drain port into a container.
A visual check could be done on the sight glass.
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ELECTRICAL POWER
Figure 190
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Oil Servicing Level Check ... Refilling

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FIRE PROTECTION
ENGINE
A380
RR Trent 900
26
ATA 26 FIRE PROTECTION

FIRE/OVERHEAT DETECTORS
Purpose
The engine fire detection assemblies monitor the temperature in the engine
zones.
Location
Each detector assembly has two elements (Loop A and Loop B) which attach
to a support tube. The two elements run parallel to each other along the
support tube and monitor the temperature along their length. They provide a
continual analog output to the conversion module for the engine. Quick release
clamps and bushing support the elements along their length. There are five
detector assemblies as follows:
Zone
Position
Fancase - forward side of gearbox
Fan case - rear side of casebox
IP Comp/Intermediate case - lower
Above Combustor attached to pylon
LP Turbine
Assembly
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FIRE PROTECTION
ENGINE
Figure 191
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Fire Detection Loop Location

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Page 375
HYDRAULIC POWER
A380
RR Trent 900
29
ATA 29 HYDRAULIC POWER

HYDRAULIC SYSTEM
Purpose
The engine driven hydraulic pumps (2) is the primary pump for the aircraft
hydraulic systems.
Location
The hydraulic pumps are installed on the right side front face of the external
gearbox of each engine.
Description
The hydraulic pump is a variable displacement pump. The pump is designed to
operate at a nominal pressure of 5000 psi (343 bar).
The pump is fitted with an electrically operated Hydraulic Pump Offload
Solenoid. The EEC controls the solenoid.
Case drain hydraulic flow cools and lubricates the engine driven pump. There is
a nonbypass case drain filter with visual indication of blockage installed on the
right side of the fan case, one for each pump.
A ripple damper smoothes the pump pressure output.
The engine external gearbox drives the hydraulic pump when the engine is
operating. Pump pressure goes to the hydraulic system when the offload
solenoid valve is not energised.
To improve engine inflight restart capability, the EEC commands a relay in
either channel to switch Aircraft 28 V dc to operate the Hydraulic Pump Offload
Solenoid to depressurise the hydraulic system during windmill starts.
An indication lamp is illuminated in the cockpit when the Hydraulic Pump
Offload Solenoid is energised.
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HYDRAULIC POWER
Figure 192
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Hydraulic System
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29
ENGINE DRIVEN PUMP DESCRIPTION
HYDRAULIC PUMP
Disengagement/Reengagement
Open the fan cowl to access the EDP (Engine Driven Pump). It is possible to
do a mechanical disengagement of the EDP (Engine Driven Pump) from the
engine gearbox by means of the declutch system.
In flight, the EDP disengagement will be operated through an electrical
solenoid, from an electrical switch (28VDC) on the hydraulic panel. In this case,
both pumps of the given engine will be declutched.
The disengagement of the EDP is irreversible in flight until a specific
maintenance action is done.
On the ground, for maintenance purpose, the EDP can be manually
declutched by pulling a ring outward.
The reengagement of the EDP can be made manually (engine shut down) by
acting on the reset port.
WARNING:
WHILE APPROACHING THE ENGINE, THE AIR INTAKE

SUCTION OR EXHAUST BLOW COULD INJURE.
THEREFORE ACCESSING THE ENGINE FROM ITS SIDE
WITHIN THE SAFETY AREA WILL PREVENT THIS.
CAUTION:
WHEN MANUALLY REENGAGING THE EDP, IT IS POSSIBLE

NOT TO REARM PROPERLY THE SYSTEM, LEADING TO AN
INADVERTENT DISENGAGEMENT WHEN THE ENGINE WILL
BE RUNNING (VIBRATION EFFECT). TO PREVENT THIS,
TURNING THE RESET SHAFT UNTIL THE RESET MARK
WILL FULFILL A PROPER REENGAGEMENT OF THE PUMP.
HYDRAULIC POWER
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HYDRAULIC POWER
Figure 193
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Hyd. Pump Dis-/ReEngagement 1

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HYDRAULIC POWER
Figure 194
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HYDRAULIC POWER
Figure 195
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PNEUMATIC
A380
RR Trent 900
36
AIRCRAFT PNEUMATIC SYSTEM
Description
Air for the pneumatic system can come from the following:
S Engine compressors
S Auxiliary power unit (APU)
S Ground air source
Temperature Regulation
A precooler and Fan Air Valve (FAV) installed in the Aircraft pylon achieves
bleed air temperature regulation using LP compressor (fan) air.
APU Bleed
The Auxiliary Power Unit (APU) is the primary source of compressed air on the
ground. The APU can also be used to supply compressed air in flight through
the APU Bleed Valve. With APU air bleed supply, the Crossbleed Valve is
automatically opened and the Pressure Regulating Valves (PRV) are
automatically closed.
Ground Supply
A ground air source is an alternative to the APU for the supply of compressed
air on the ground. There are three HighPressure (HP) ground connectors
installed on the Aircraft
Engine Bleed
The engines are the primary source of compressed air in flight. The air is bled
from the 8th stage of the IP compressor and 6th stage of the HP compressor.
Depending on engine speed, air is tapped off either the IP compressor (IP8) or
the HP compressor (HP6).
The IP8 Bleed Check Valve protects the HP compressor from reverse flow.
The HPV is fitted with a dual solenoid and is opened and closed by the Engine
Electronic Control System (EEC). This will ensure maximum efficiency from the
engine.
Pressure Regulation
Bleed air from the IP8 and HP6 is ducted to the Pressure Regulating Valve
(PRV), which regulates downstream pressure.
An Overpressure Valve (OPV) protects the precooler and downstream user
systems against potential overpressure.
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PNEUMATIC
Figure 196
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Aircraft Bleed System

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36
ENGINE BLEED AIR SUPPLY
Component Location
The engine bleed air supply system consists of the following:
S IP8 Bleed Check Valve
S HP6 Bleed Valve (HPV)
S Pressure Regulating Valve (PRV)
S Bleed Air Ducts
The engine bleed air supply system valves and ducts are installed on the left
side of the core engine.
PNEUMATIC
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PNEUMATIC
Figure 197
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Engien Bleed Air Supply

02 |36 |L3
Page 385
ICE & RAIN PROTECTION

ENGINE AIR INTAKE ICE PROTECTION
A380
3020
ATA 3020 ENGINE AIR INTAKE ICE PROTECTION

ENGINE ICE PROTECTION AREAS
Introduction
Ice may form on the leading edge of the Inlet Cowl, Spinner and P20/T20
probe when the engine is operating in conditions of low temperature and high
humidity. Ice build up could affect engine performance and could cause
damage to the compressor from ice ingestion. To prevent ice formation,
antiicing protection is provided to the following areas:
S The Inlet Cowl leading edge (Thermal)
S The P20/T20 Probe (Thermal)
S The Spinner (Dynamic)
Inlet Cowl Leading Edge
The area inside the D chamber on the inlet cowl leading edge is heated by
hot air from the HP compressor stage 3 when the ENG antiice system is
selected on.
Spinner
A solid rubber tip that vibrates naturally to break up and dislodge the ice
immediately it starts to form, protecting the spinner from ice build up.
P20/T20 Probe
The P20/T20 probe is heated by a single electrical heating element during
engine operation. The electrical power for heating the probe is provided by the
aircraft 115VAC supply via the Engine Interface Power Management (EIPM)
unit and controlled by relays in the EEC which either channel can control. In the
event of EIPM failure, airframe 115VAC is permanently available to the probe
heater whenever the airframe electrical network is powered.
After engine shutdown on the ground, the probe heater is powered for a period
of 15 minutes maximum
In the case of an engine fire, in flight or on the ground, the probe heater
115VAC power supply is removed immediately following operation of the fire
handle.
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A380
3020

Figure 198
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Engine Ice Protection Areas

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Page 387


A380
3020
AIR INTAKE COWL

Air Intake Cowl Presentation
The Air Intake Cowl is an interchangeable component attached to the engine
fan case.
The function of the Air Intake Cowl is to provide:
S Smooth and sufficient air flow to the engine
S Smooth air flow over the nacelle outer surfaces
S Engine noise attenuation by using acoustic materials
Full acoustic attenuation treatment by using zero splice contact.
The Air Intake Cowl contains the ice protection system.
The Air Intake Cowl incorporates the interphone jacks and the engine P20/T20
probe.
Panels are provided on the Air Intake Cowl to give quick access to the internal
components.
The Air Intake Cowl main components :
S Lip (aluminium alloy)
S Forward Bulkhead
S AntiIce and P20/T20 access panels
S Outer Barrel (composite)
S Inner Barrel (acoustic composite)
S Aft Bulkhead (titanium)
S Antiice ducting
S Fan compartment ventilation inlet scoop
S Interphone jack (only on Left Hand Side)
S P20/T20 probe, pipe and harness
S Fan Cowl Opening Switch Boxes (both sides)
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A380
3020
Outer Barrel
Ventilation
Scoop
P20/T20 Access
Panel
P20/T20 Harness and

Pipe Access Panel
Aft Bulkhead
Inner Barrel
Lip
Anti-Ice Access Panel
Left Fan Cowl

Opening Switch
Box
Interphone Jack
Nacelle Anti Ice

Interface
Right Fan Cowl

Opening Switch
Box
Weight: 350 kg (770 lbs)
Figure 199
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Air Intake Cowl
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Page 389

A380
3020
Nacelle AntiIce System

Hot engine air is provided through the antiice duct and through a tube, based
on cyclone concept, inside the lip.
The hot air flows inside the lip and is released overboard through the antiice
access panel that is connected to the forward bulkhead.
The antiicing system can operate in all flight and ground conditions.
NAI Components
The NAI components installed on the inlet cowl are as follows:
S Nose cowl lip skin defines the inlet cowl protected area
S Forward bulkhead - ensures confinement of hot air in the forward part of the
nose cowl
S Supply duct assembly - Ensures routing of hot air from the EBU/Nose cowl
interface to the nozzle
S Cyclone Nozzle - delivers primary hot air massflow for antiicing
S Cyclone Mixer - ensures mixing of primary mass flow with recirculating air
and avoids direct impingement of primary flow on nose cowl lip
S Exhaust panel - discharges hot air overboard and ensures mixing with
aerodynamic flow
S Protection pipe - ensures containment of hot air that may leak from the
supply duct and directs it to the intake lip where it is discharged overboard
through the exhaust grid.
General Description
The hot air from HP compressor via the NAI valves, is ducted through the feed
pipe into the air intake lip. The feed pipe is located between the aft and the
forward bulkheads in the space between the inner and outer barrel. A
protection pipe is located around the feed pipe and gives protection in the
event of duct rupture, so that it does not have an effect on the nose cowl
structure.
The cyclone system is located inside the intake lip and gives a swirling
movement to the airflow inside the intake lip.
The cyclone system consists of the following:
S An injector with one centre nozzle and two lateral nozzles
S A mixer
S Spring brackets
The mixer prevents direct impingement of the hot air onto the inlet, thus
preventing overheating. It also causes a jet pump effect, which gives good hot
air recirculation around the intake lip.
The hot air circulates around the intake lip a few times before being discharged
overboard through the exhaust grid.
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A380
3020
Cyclone Nozzle
Forward Bulkhead
Anti Ice Air Exit Grid (shown transparent)

Anti Ice Access Panel (shown transparent)
Cyclone Tube
Aft Bulkhead
Lip
(shown transparent)
Figure 200
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Anti Ice Duct
Nacelle Anti-Ice System

03 |3020 |L3
Page 391
A380
3020
NAI SYSTEM
System Description
The NAI system is controlled by one of the two AntiIce Control Units (AICU)
on the aircraft, with inputs from the AntiIce switches on the overhead panel.
When the system is operated in AUTO mode, the AICU uses inputs from
aircraft mounted Ice detectors. In manual mode the AICU using the switch
position inputs from the overhead panel switches.
There are two nacelle antiice valves on each engine:
S One shutoff valve (SOV)
S One Pressure Regulating AntiIce Valve (RAIV)
The shutoff valve is controlled by the AICU, via one of the solenoids in the
right bleed valve controller in Zone 2. The valve is located in Zone 3 and is a
pneumatically operated valve using HP3 muscle pressure from the bleed valve
controller solenoid. Downstream of the SOV is a venturi restrictor which
operates as a flow restrictor in case of a burst duct in the fan compartment
(Zone 1), This will limit flow in these conditions, but will not affect normal
operation.
The pressure regulating antiice valve (RAIV) is located in Zone 1 and is
pneumatically operated using downstream pressure. The valve regulates
downstream pressure to avoid too high pressures on the lip skin. The valve
incorporates two switches which both monitor the valve downstream pressure.
The LP switch outputs to the AICU and is used to detect failures of the On/Off
function. The HP switch outputs to the EEC, which sets a fault message if the
downstream pressure is too high.
AICU Control Unit (AICU) Control

The two aircraft mounted AICU s perform activation and deactivation of Wing
AntiIce (WAI) and Nacelle AntiIce (NAI) systems based on inputs from the
ice detectors and cockpit pushbutton switches.
Each AICU is a dual channel controller, which controls the WAI & NAI systems.
They also perform monitoring of the WAI & NAI system valves. The AICU s
performs the following NAI functions:
S AICU1 Channel A performs:
Engine 2 NAI control
Engine 4 NAI monitoring
S AICU1 Channel B performs:
S AICU2 Channel A performs:
S AICU2 Channel B performs:

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A380
3020

Figure 201
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NAI System Schematic

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A380
3020
NAI SHUTOFF VALVE (SOV)

Purpose
To control the flow of HP3 air to the NAI system. The valve acts as an ON/OFF
system
Location
The NAI SOV is located on the lower right side of the HP combustion outer
case in Zone 3.
Description
The ShutOff Valve is a solenoid operated and pneumatically actuated valve.
The solenoid is contained in the right bleed valve controller in Zone 2 (covered
in 75 Air Systems).
When the solenoid is energised, HP3 servo pressure from the solenoid valve
acts on the piston in the SOV, and the valve is closed against the spring
pressure.
When the solenoid is deenergised, the HP3 servo pressure line to the valve is
vented and the spring and HP3 air pressure from the compressor case, act on
the piston and valve respectively to open the valve.
NOTE:
The valve is sprungloaded in the open position.
Manual Override
If there are faults in the NAI system, the SOV may be locked in the open
position. The manual override is unscrewed and locked in the fully open
position. The manual override has a different colour to allow people to know if
the valve is open or closed.
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A380
3020

Figure 202
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NAI Shut Off Valve
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Page 395

A380
3020
ANTIICE PRESSURE REGULATING VALVE

Purpose
To regulate the pressure of the HP3 air to the inlet cowl.
Location
The NAI Pressure Regulating Valve is located on the lower left side of the fan
case in Zone 1.
Description
The Pressure Regulating Valve is a springloaded open, pneumatically
actuated valve.
When inlet pressure is applied to the valve, air flows past the open butterfly
valve and provides a source of pressure at the downstream sensing port. This
downstream pressure is used for:
S Pressure regulation
S Actuator positioning
S Pressure switch operation
The downstream pressure is regulated to provide an outlet pressure from the
valve in the range of 65 - 83 psig.
The LP switch operates in the range of 14 - 18 psig and is used to detect
failures of the On/Off function. The LP switch outputs to the AICU
The HP switch operates in the range of 85 - 98 psig and is used to detect
failures of the valve regulation system. The HP switch outputs to the EEC,
which sets a fault message if the downstream pressure is too high.
Manual Override
The valve includes a visual indicator and a manual lock arm that can lock the
NAI pressure regulating valve in either the fully open or fully closed position.
The override uses a manual lock bolt that serves a dual purpose. When seated
in the storage position, the manual lock bolt holds a manual lock valve open in
the downstream sense line, which allows the valve to function normally. On the
removal of the manual lock bolt, the manual lock valve closes in the
downstream sense line, blocking off downstream pressure and venting the
regulator assembly and actuator to ambient.
The manual lock bolt is retained by a lanyard and threads into the manual
override to lock it in position.
FRA US/T
WzT
Sep 10, 2008
06 |3020 |L3
Page 396
A380
3020

Figure 203
FRA US/T
WzT
Sep 10, 2008
NAI Pressure Regulating Valve

06 |3020 |L3
Page 397

A380
3020
MODE OF OPERATION AND COCKPIT INDICATIONS

Manual Mode
When the engine antiice is selected on the ENG AntiIce P/BSWs the ON
legends on the switches illuminate and the MAN ENG A ICE message comes
on as a MEMO item on the EWD.
When manual mode is selected and icing conditions are detected by the
system, a warning message will be displayed if the engine antiice is not
selected ON. This will consist of a MASTER CAUT, single chime and message
advising selection of ENG antiice ON.
When icing conditions are no longer detected for more than 190 seconds and
the ice protection systems are selected ON, the ICE NOT DET message
illuminates as a MEMO on the EWD.
Indications
ENG P/BSWs ON (blue light) or FAULT (amber light). The fault light
indicates a failure of one nacelle antiice system.
FRA US/T
WzT
Sep 10, 2008
07 |3020 |L3
Page 398
A380
3020

Figure 204
FRA US/T
WzT
Sep 10, 2008
NAI Operating Mode and Indication

07 |3020 |L3
Page 399
POWER PLANT
ENGINE GROUND OPERATION
A380
RR Trent 900
71
DANGER AREAS OF THE ENGINE

WORKING AREA
Engine Not Running
Even if the engine is not running, the area is still dangerous and the personnel
has to obey the precautions, which are given to operate an engine safely.
WARNING:
Engine Running
To enable personnel safety when he has to act exceptionally on a running
engine, the power level must be kept to the minimum necessary by setting
throttle control levers to the IDLE position.
The restricted areas are:
S the intake suction area: in a radius of 4.5 m (15 ft),
S the exhaust danger area: a corridor of 30_ from the exhaust nozzles to 70 m
(230 ft) afterwards.
To work on the engine safely, you must use the entry corridors located at the
engine outboard side 1.3 m (4 ft) aft of the air intake cowl.
KEEP ALL PERSONS OUT OF THE DANGER AREAS DURING

ENGINE OPERATION.
CLEAN THE RAMP IF THERE IS SNOW, ICE, WATER, OIL OR
OTHER CONTAMINATION OR MOVE THE AIRCRAFT TO A
LOCATION THAT IS CLEAN.
MAKE SURE THAT ALL PERSONS ARE SAFE BEFORE YOU
START THE ENGINE.
MAKE SURE THE PERSONS IN THE COCKPIT CAN SPEAK
TO ALL PERSONS NEAR THE DANGER AREA DURING
ENGINE OPERATION.
OBEY ALL OF THE GROUND SAFETY PRECAUTIONS FOR
THE ENGINES.
THE ENGINES CAN PULL PERSONS OR UNWANTED
MATERIALS INTO THEM AND CAUSE SERIOUS INJURIES
OR DAMAGE TO EQUIPMENT
To work on the inboard engines, the outboard engines must be

shut off first.
NOTE:
WARNING:
BE CAREFUL WHEN YOU DO WORK ON THE ENGINE

PARTS AFTER THE ENGINE IS SHUTDOWN. THE ENGINE
PARTS CAN STAY HOT FOR ALMOST 1 HOUR.
WARNING:
UNDER NORMAL CONDITIONS, EXCEPT IN THE ASSISTED

MANUAL START SEQUENCE, THERE IS NO NEED AND IT IS
NOT ALLOWED TO PERFORM MAINTENANCE TASKS ON A
RUNNING ENGINE.
WARNING:
DO NOT GO NEAR AN ENGINE THAT IS IN OPERATION

ABOVE LOW IDLE. IF YOU DO, IT CAN CAUSE AN INJURY.
GO NEAR AN ENGINE IN OPERATION THROUGH THE
ENTRY CORRIDORS ONLY.
FRA US/T
WzT
Sep 10, 2008
01|71|L3
Page 400
POWER PLANT
A380
RR Trent 900
71
8.9 m
(29 ft)
4,5 m
(15 ft)
1,3 m
(4 ft 3 in)
70 m
(230 ft)
30
TO 548.6 m (1800 ft) AFT OF EXHAUST NOZZLES
30
INTAKE SUCTION DANGER AREA MINIMUM IDLEWPOWER
EXHAUST DANGER AREA
INTAKE SUCTION DANGER AREA MAX TAKEOFF POWER
ENTRY CORRIDOR
EXHAUST DANGER AREA
Figure 205
FRA US/T
WzT
Sep 10, 2008
Engine Danger Areas

01|71|L3
Page 401
POWER PLANT
A380
RR Trent 900
71
POWER PLANT GROUND OPERATION

PREPARE THE AIRCRAFT / ENGINE FOR GROUND OPERATION
Task 710000860803A
Obey the instructions that follow:
WARNING:
Make sure that the aircraft brakes are on. Make sure that the CHOCK
WHEEL are in position in front of each forward wheel of the WLG (Wing
Landing Gear).
YOU MUST OBEY THE PRECAUTIONS THAT ARE GIVEN

FOR PERSONS TO OPERATE AN ENGINE SAFELY. IF YOU
DO NOT, AN INJURY AND/OR DAMAGE CAN OCCUR.
The ground operation time for the engine.

Do not start the engine, unless it is necessary.
You must keep the ground operation time of the engine to a minimum.
When you operate the engine, change the engine speed slowly.
NOTE:
Movements of the throttle lever (to increase or decrease the

engine speed) must be smooth and slow. Unless the instruction
is different, the controlled movement must take at least 30
seconds.When you operate the engine on the ground, keep the
power level and the time of the operation to the minimum that is
necessary.
When you must do more than one task that makes it necessary
to operate the engine, try to do the tasks at the same time.
The safety precautions for the ground operation of an engine.
Make sure that the aircraft is pointed into the wind.
Make sure that the ground surface in the engine ground operations area is not
broken or loose and is clear of unwanted materials.
NOTE:
The ground operation area is 12.19 m (40 ft.) each side of the
engine center line and 18.28 m (60 ft.)forward from the rear of
the engine.
Make sure that the aircraft is clear of all structures and other aircraft. Make
sure the engine exhaust danger area for all engines is clear.
NOTE:
NOTE:
FRA US/T
If a blast fence is necessary, it is recommended that the engine

nozzle is positioned at least 60.96 m (200 ft.) from it. If the
engine is operated less than 60.96 m (200 ft.) from the blast
fence, it is possible that the engine will not be stable.
WzT
Sep 10, 2008
If engine start is followed by a high power run, use

CHOCKWHEEL, ENGINE RUN UP (98L10001005000).
Make sure that there are no COVER PROTECTION on the engine.
Make sure that there are no unwanted objects in the engine inlet and exhaust.
Make sure that the engine inlet and exhaust danger areas are clear of persons
and ground support equipment.
Make sure that unwanted persons and unwanted vehicles cannot easily enter
the danger areas.
Make sure that persons with loose clothing do not go near the engine.
Make sure that the ground fire extinguisher equipment is in its position with the
applicable persons.
Make sure that the fan cowl panels are closed before you operate the engine.
NOTE:
The fan cowl panels can be open for specified tests, for example
leak tests. The applicable procedure will tell you when to keep
the fan cowl panels open.
The entry corridors.
NOTE:
YOU MUST NOT GO NEAR AN ENGINE THAT IS IN

OPERATION ABOVE LOW IDLE. IF YOU DO, IT CAN CAUSE
AN INJURY. WHEN AN ENGINE IS IN OPERATION AT LOW
IDLE, YOU CAN ONLY GO NEAR IT THROUGH THE ENTRY
CORRIDORS.
Make sure that you use the entry corridors to go near an engine that is in
operation at low IDLE (forward thrust only).
Make sure that you do not operate the engine above low IDLE with persons in
the entry corridor.
WARNING:
NOTE:
02|71/L3
If the engine is in operation at more than low IDLE, refer to the

takeoff power danger areas or to the breakaway power danger
areas.
Page 402
POWER PLANT
A380
RR Trent 900
71
Ear protection.
WARNING: WARNING: YOU MUST USE EAR PROTECTION WHEN YOU
ARE NEAR AN ENGINE THAT IS IN OPERATION. THE NOISE
MADE BY AN ENGINE IN OPERATION CAN CAUSE
PERMANENT DAMAGE TO YOUR EARS.
Make sure that you use the correct ear protection when you are near an engine
that is in operation.
The engine operation.
Do not operate the engine on the ground, at more than the engine limits
Engine power control.
Keep the power level and the time of the operation at the minimum that is
necessary.
Make sure that you move the throttle levers slowly unless, because of the
procedure, it is necessary to move them differently.
NOTE:
Fast movement of the throttle levers can cause the engine

temperature to change quickly. This will decrease the life of the
engine.
Crosswind conditions and engine surges.

Make sure that you obey the wind direction and velocity limits for engine
operation.
Bad wind conditions (turbulence, gusty, crosswind) while you operate the
engine at middle power and above can cause:
S The engine parameters (TPR (Turbine Power Ratio), EGT (Exhaust Gas
Temperature), RPM (Revolution Per Minute)) to increase or decrease and
not stay constant
S A roar from the air intake to be heard.
If you hear the intake roar you must immediately decrease the engine power. It
is not permitted that you run the engine in these conditions. You can identify an
engine surge by an increase in EGT and a sudden increase in noise from the
engine.
FRA US/T
WzT
Sep 10, 2008
If an engine surge occurs you must:

S Immediately decrease the engine power until the engine surge stops.
S Make sure that the EGT decreases.
S Let the engine become stable at low idle.
S Slowly increase the engine power.
S Look at the engine parameters to see if the engine has a surge again.
S If the surge does not occur again, continue with the engine test procedure.
S If the engine has a surge again, because of bad wind conditions, stop the
engine procedure. It is not necessary to examine the engine for this type of
surge.
S If the engine has a surge again, not caused by bad wind conditions,
immediately decrease power to low idle. Let the engine cool for 5 minutes,
then stop the engine. Find the cause of the surge.
Static electricity discharge from the LP compressor spinner.
If you operate the engine on the ground in a lowhumidity condition, you can
see sparks around the LP compressor spinner. This will not cause damage to
the engine.
02|71/L3
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POWER PLANT
A380
RR Trent 900
71
The engine antiice.

You must use the engine antiice if the conditions that follow occur:
If the OAT (Outside Air Temperature) is less than 6 deg.C (43 deg.F) and
moisture (fog, rain, snow, sleet or hail) is seen.
Fog is specified as visibility lower than 300 m (984 ft.) due to
moisture.
If it is necessary to use the engine antiice, set the applicable ENG ANTI ICE
switch to ON immediately after the engine gets to low idle.
Do not do the performance test procedures when the ENG ANTI ICE switch is
set to ON.
NOTE:
The performance limits are given with the air offtakes set to
OFF.
Do the steps that follow if you must do the performance test when conditions
make the use of the antiice system necessary.
Make sure that there is no ice on the air intake cowl before you set the ENG
ANTI ICE switch to OFF.
When you must make a record of the engine indications, set the ENG ANTI
ICE switch to OFF for a maximum of 60 seconds.
Immediately after you make a record of the engine indications, set the ENG
ANTI ICE switch to ON.
Make sure that there is no ice on the air intake cowl before you set the ENG
ANTI ICE switch to OFF again.
NOTE:
CAUTION:
FRA US/T
IF YOU OPERATE THE ENGINE IN FREEZING FOG, YOU

MUST DEICE THE ENGINE CORE INLET REGULARLY. THE
MAXIMUM PERMITTED TOTAL TIME OF OPERATION IN
THESE CONDITIONS IS 60 MINUTES (UNLESS THE ENGINE
CORE INLET IS DEICED DURING THAT PERIOD). IF YOU
OPERATE THE ENGINE FOR LONGER, TOO MUCH ICE CAN
BUILDUP ON THE CORE INLET COMPONENTS. THE
SUBSEQUENT RELEASE OF THIS ICE, AT HIGHER POWER,
CAN CAUSE DAMAGE TO THE COMPRESSOR.
WzT
Sep 10, 2008
02|71/L3
Page 404
POWER PLANT
71
The engine start.

The engine start is satisfactory if these conditions occur:
On the panel 1125VU, the engine starts in 30 seconds or less after the ENG
MASTER control switch is set to ON.
The engine speed increases smoothly and continuously to low idle.The EGT
stays in the limits.
The engine start is unsatisfactory if these conditions occur:
Hot start or impending hot start
S A start when the EGT goes near or higher than the start limit.
Hung start
S The engine lightup is satisfactory but it does not accelerate correctly
(speed increases slowly or decreases) and the EGT goes near to its limit.
Aborted start
S The start procedure is stopped before the start is completed.
A cold weather condition start.
CAUTION:
At ambient temperatures below 40 deg.C (40 deg.F), do a check of the

vibration indication on the ECAM screen. If the vibration indication is not seen
on the ECAM screen, do the steps that follow:
Warm the EMU (Engine Monitoring Unit). To warm the EMU, on the panel
1215VM, select the applicable ENG START selector switch to IGN START.
IF THE ENGINE IS IN A COLD ENVIRONMENT, THE ENGINE

OIL CAN BECOME TOO COLD. IF THE ENGINE IS NOT
OPERATED, AND IS IN THIS ENVIRONMENT, YOU MUST DO
A CHECK OF THE ENGINE OIL TEMPERATURE REGULARLY.
IF NECESSARY, REGULARLY START THE ENGINE AND
OPERATE IT AT IDLE TO KEEP THE OIL TEMPERATURE
ABOVE MINUS 10 DEG.C (14 DEG.F).
Make sure that the oil temperature is more than 10 deg.C (14 deg.F) before
you start the engine. To find the engine oil temperature:
S Do the steps necessary to set the ECAM (Electronic Centralized Aircraft
Monitoring) screen to the engine page
S Look at the ECAM display screen and get the oil temperature value from the
applicable SD (System Display).
FRA US/T
WzT
Sep 10, 2008
When the EMU is warm, a vibration indication will be seen on the

ECAM screen. It can be 15 minutes before the EMU is warm.
When the vibration indication is seen on the ECAM screen, on
the ENG START section of the panel 1215VM, select the
applicable ENG START selector switch to NORM.
Do the applicable autostart or manual start, immediately.
When you start a cold soaked engine these conditions can occur:
S The engine oil pressure can be more than 100 psi (6.89 bar).
S The indication for oil quantity can decrease.
When the engine becomes stable at the low idle condition:
S The oil temperature will rise.
S The oil pressure will decrease.
S The indication for the oil quantity will become normal.
Do not operate the engine above idle until the oil quantity indication is
satisfactory.
NOTE:
YOU MUST NOT START, DRY MOTOR OR WET MOTOR THE

ENGINE IF THE OIL TEMPERATURE IS LESS THAN MINUS
10 DEG.C (14 DEG.F). LOW OIL TEMPERATURES CAN
CAUSE DAMAGE TO THE ENGINE BEARINGS.
CAUTION:
A380
RR Trent 900
NOTE:
If the start procedure takes a long time to complete, the

indication for the oil pressure can decrease. You can also have a
warning for low oil pressure. These conditions are permitted if the
oil system parameters go to their normal values when the engine
becomes stable at low idle.
NOTE:
If you stop the start because of an indication of low oil quantity

and LP warning, you can start the engine again. But do not add
oil to the oil tank.
NOTE:
If the start is satisfactory, make sure that the oil parameters

return to the normal limits when the engine is at low idle.
02|71/L3
Page 405
POWER PLANT
A380
RR Trent 900
71
ENGINE OPERATION LIMITS

Exhaust Gas Temperature (EGT) limits.
Ground start:
S 700 deg.C (1292 deg.F) at less than 50 percent N3.
S Inflight relight: 850 deg.C (1562 deg.F).
Maximum continuous: 850 deg.C (1562 deg.F).
Takeoff: 900 deg.C (1652 deg.F) for a maximum of 5 minutes, or 10 minutes in
the event of an engine failure.
Rotor operation speed limits.

The maximum N1 is 96.1 percent rpm (100 percent = 2900 rpm).
NOTE:
You must tell RollsRoyce plc if an overspeed condition occurs.

Give RollsRoyce the exceedance data from the OMT and the
engine standard from the data plate.
Oil pressure limits.

The minimum oil pressure with N3 at or above idle is 25 psi (1.7 bar) differential
pressure.
NOTE:
Engine speed can be reduced by the EEC (Engine Electronic

Controller) to less than the specified limits above.
NOTE:
An engine oil pressure indication is shown in the cockpit. This is

an adjusted indication if the engine RPM is above 70% N3. This
is so that the inflight LP advisory message and the low oil
pressure warning are given at the same time. The low oil
pressure warning is given if engine oil pressure is 25 psi (1.724
bar) or less.
Oil temperature limits.

ENGINE IF THE OIL TEMPERATURE IS LESS THAN MINUS
10 DEG.C (14 DEG.F). LOW OIL TEMPERATURES CAN
CAUSE DAMAGE TO THE ENGINE BEARINGS.
At start, the oil temperature must be more than a minimum of 10 deg.C (14
deg.F).
Before acceleration to takeoff, the oil temperature must be 60 deg.C (140
deg.F) or more.
The maximum oil temperature is 196 deg.C (384.8 deg.F) when the operation
condition is stable.
CAUTION:
Oil consumption limits.

The maximum oil consumption is 0.45 l/hr (0.48 USQT/hr).
The usual engine oil consumption is 0.095 l/hr (0.1 USQT/hr).
If the engine has an increase in oil consumption above 0.14 l/hr (0.15
USQT/hr), do the high oil consumption troubleshooting
FRA US/T
WzT
Sep 10, 2008
Static engine operation.

Stable operation in the speed range 64 to 72 percent N1 or above 78 percent
N1 is not permitted during static ground operations. But temporary operation
through the speed range 64 to 72 percent N1 is permitted while the thrust
increases or decreases. The EEC automatically prevents operation in these
speed ranges in primary and rated reversionary thrust control modes.
Starter motoring limits.
Continuous motoring:
S The maximum time is five minutes.
S After continuous motoring of five minutes the starter must be cooled for 30
minutes, before the starter is motored again.
S Intermittent motoring.
The total motoring time permitted is five minutes in any 35 minutes time period.
Vibration Advisory Limits.
Cockpit alert level:
1 LP band 5 units (1.00 in./second peak velocity).
2 IP band 5 units (0.9 in./second peak velocity).
3 HP band 5 units (0.7 in./second peak velocity).
02|71/L3
Page 406
POWER PLANT
A380
RR Trent 900
71
60
60
60
The wind velocity is for stable

wind conditions. Decrease the
maximum wind limit 5 knots for
gusty wind conditions.
RELATIVE WIND
GROUND OPERATIONS
UP TO LOW IDLE
NO LIMIT
PERMITTED 35 KNOTS
MAXIMUM WIND VELOCITY
PERMITTED 10 KNOTS
PERMITTED 20 KNOTS
PERMITTED 5 KNOTS MAXIMUM WIND

VELOCITY (limited up to high idle)
Figure 206
FRA US/T
WzT
Sep 10, 2008
GROUND OPERATIONS UP TO THE MAXIMUM N1

GROUND LIMIT (ref TASK 710000860810)
RECOMMENDED 30 KNOTS
Ground Operations-Crosseind Condtions

02|71/L3
Page 407
A380
RR Trent 900
71
ENGINE START ASSISTANCE OPS/CTL & IND

General
This is a general view of the A380 cockpit.
POWER PLANT
FRA US/T
WzT
Sep 10, 2008
03|71|L3
Page 408
A380
RR Trent 900
71
POWER PLANT
Figure 207
FRA US/T
WzT
Sep 10, 2008
Engine Start Assistance Ops/Ctl & Ind.

03|71|L3
Page 409
A380
RR Trent 900
71
Engine Start Controls & Panels Location

On the overhead panel, the engine controls are:
S ENGine FADEC GrouND PoWeR panel,
S ENG START mode selector,
S ENG MANual START panel,
On the center pedestal, the engine start controls are:
S ENG MASTER levers,
S ENG Throttle Control Levers.
POWER PLANT
FRA US/T
WzT
Sep 10, 2008
04|71|L3
Page 410
A380
RR Trent 900
71
POWER PLANT
Figure 208
FRA US/T
WzT
Sep 10, 2008
Engine Start Controls & Panels Location

04|71|L3
Page 411

POWER PLANT
A380
RR Trent 900
71
ENGINE START ASSISTANCE DESCRIPTION

Ignition System Architecture
Each engine has two independent ignition systems, which give an electrical
spark used to start ignition of the fuel/air mixture in the engine.
The engine starting, ignition controls are found on the following cockpit panels:
S ENGine START control panel, on the overhead control panel,
S ENG MASTER control panel, on the center pedestal,
S ENG MANual START panel, on the overhead control panel.
All these controls are linked to the Input/Output Modules (IOMs) type A. The
IOMs are themselves linked to the EEC (Engine Electronic Controller) via the
ADCN (Avionics Data Communication Network). This enables the EEC to
control the engine starting sequences, engine cranking options and the ignition
selection in response to aircraft command signals.
The ENG MASTER levers are hardwired to the EEC for reset and backup
purposes if the ADCN fails. The EEC also interfaces with the ignition units and
the Starter Control Valves, in order to control and monitor their operation during
the starting or cranking phases.
The EIPM (Engine Interface Power Management) maintains the power supply
to the EEC and supplies the ignition system with 115 VAC.
The ignition leads transmit the electrical power from the ignition units to the
igniter plugs. Throttle control lever sends an analogic signal to the EEC to
enable it to compute the correct thrust to be applied.
Automatic Start
The EEC does the selection of an automatic engine start after reception of the
appropriate cockpit commands. The EEC will automatically shut down the
engine if the start procedure is not satisfactory.
For automatic start of the engine, the controls have to be selected as follows:
S the MAN START P/BSW on the ENG panel is off (ON legend is off),
S the thrust lever is set to the IDLE position,
S the rotary selector on the ENG START panel is set to the IGNition/START
position,
S the lever on the ENG MASTER panel is set to the ON position.
S once the engine is running the ENG START rotary selector is set to NORM
position.
FRA US/T
WzT
Sep 10, 2008
Manual Start
Alternatively the engine can be started manually with the flight crew or
maintenance personnel in control of the start sequence. In this mode the
engine starting control is under limited authority of the EEC. After reception of
the appropriate cockpit commands the EEC system has a limited interaction to
control the starter control valve, fuel and igniters.
For manual ground start of the engine, the controls have to be selected as
follows:
S the thrust lever is set to the IDLE position,
S the rotary selector on the ENG START panel is set to the IGN/START
position,
S the MAN START P/BSW on the ENG panel is set to ON,
S the applicable N2 (intermediate pressure shaft) and N3 (HP shaft) rotation
speeds are monitored on the ENGINE page of the ECAM SD and the
procedure continues when they are reached,
S the lever on the ENG MASTER panel is set to the ON position at 25% N3
and EGT (Exhaust Gas Temperature) less than 150_C (302_F),
S the normal EGT rise is checked on the E/WD by means of an indication
lightup,
S the applicable N1 (LP compressor rotation speed) is monitored on the EWD
and the procedure continues when it is reached,
S once the engine is running MAN START P/BSW goes off,
S the ENG START rotary selector is set to NORM position.
WARNING:
05|71|L3
USE SPECIFIC EQUIPMENTS (FIRE FIGHTING,

COMMUNICATION...).
Page 412
A380
RR Trent 900
71
POWER PLANT
Figure 209
FRA US/T
WzT
Sep 10, 2008
Engine Start Assistance

05|71|L3
Page 413

POWER PLANT
A380
RR Trent 900
71
Engine Start
After the preliminary cockpit preparation has been done, the engine start can
be initiated.
Normal Start Procedure
In normal start procedure, you start engine in automatic mode.
To start the engine in normal procedure:
S Turn the ENG START selector on IGNition START position, the ECAM
ENG page appears,
S Check if all indications are normal and all parameters for logical indications,
S Ask the ground clearance to start the engine,
S If you obtain this clearance, announce the start engine,
S Check the air pressure is above 30 psi on the ECAM,
S Set the ENG MASTER lever to ON,
S On the ECAM, check that the start valve is in line and the start valve air
pressure is upper 30 psi. The N3 and the oil pressure increase, When N3 is
equal to 25%, the active igniter (A or B) is indicated and the fuel flows.
S Start the chronometer and within 30 seconds, the EGT increases,
S At N3 above 30%, N1 increases and the oil pressure is green,
S At N3 above 50%, the start valve is cross line and the igniter indication
disappears,
S When the engine is at idle, check parameters for logical indication.
Engine Start Valve Fault
If a start valve fault is detected during engine start in automatic mode:
S a single chime sounds,
S the MASTER CAUTion lights come on,
S the ENG 2 START VALVE FAULT message is displayed on E/WD,
S the ENG START VALVE FAILED CLOSED caution is displayed on ECAM
ENG page.
With the failure of the engine start in automatic mode, you can perform the
engine start in manual mode with ground mechanic assistance.
FRA US/T
WzT
Sep 10, 2008
06|71|L3
Page 414
A380
RR Trent 900
71
POWER PLANT
Figure 210
FRA US/T
WzT
Sep 10, 2008
Engine Start
06|71|L3
Page 415

POWER PLANT
A380
RR Trent 900
71
Engine Start with Assistance

In case of the engine start failure in automatic mode, you will have to perform a
specific procedure to start the engine in manual mode with ground mechanic
assistance:
Start Procedure
Before you start the engine, check the cockpit configuration:
S the ENG 1 MASTER LEVER is OFF,
S the ENG START selector switch is on NORMAL position,
S the ENG 1 MAN START is NORMAL,
S the ALTerNate MODE is NORMAL,
S the ENG 1 FIRE is NORMAL,
S the ENG 1 THROTTLE CONTROL LEVER is on FWD IDLE position,
S the ENG 2 THRUST REVERSER LEVER is on STOW POSITION,
S the ENG 3 THRUST REVERSER LEVER is on STOW POSITION,
S ECAME/WD & SD are powered,
S the FUEL PUMPS are ON,
S the FLAPS LEVER POSITION is at 0 position,
S the PARKING BRAKE is ON,
Inform the GROUND CREW before you start the engine.
FRA US/T
WzT
Sep 10, 2008
Radio Management Panel

Use flight or service interphone to establish the contact with the ground
personnel. The RMPs (Radio Management Panels) located in the center
pedestal panel give the controls to manage this communication.
With the CALLS/MECH P/BSW on the overhead panel you can make a call to
the ground mechanic and you can validate a call from the ground mechanic by
pressing the MECH P/BSW on the RMP (cf ATA23).
07|71|L3
Page 416
A380
RR Trent 900
71
POWER PLANT
Figure 211
FRA US/T
WzT
Sep 10, 2008
Engine Start Procedure

07|71|L3
Page 417
A380
RR Trent 900
71
Starter Control Valve Override

The starter control valve is installed in the starter duct at the lower left side of
the fan case. Normally controlled by the EEC, the starter control valve controls
the flow of air to the pneumatic starter.
When the starter control valve fails to open, the START VLV FAULT message
is shown on the EWD. The starter control valve can be manually open for
dispatch reasons without opening the fan cowl door. Access is available
through a springloaded flap in the fan cowl door. The manual override of the
starter control valve shall be possible by applying a DRIVE 3/8inch
SQUARE to the square socket installed on the valve.
During this operation the maintenance personnel has to stay in contact with the
cockpit through the service interphone whose connection is located at the air
intake cowl. Only the cockpit crew orders to open the valve, the tool has to be
rotated counter clockwise until the end stop is reached. The valve is kept in this
position until the cockpit crew order to close it. This order is given after 50% of
N3 is reached. Rotating the tool clockwise until the end stop is reached closes
the starter control valve.
WARNING:
BE CAREFUL WHEN WORKING ON A HOT RUNNING

ENGINE,
WARNING:
USE SPECIFIC EQUIPMENTS (ACCESS PLATFORM,

GLOVES, HEADSET...).
POWER PLANT
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MAINTENANCE
INTERPHONE
JACK
ECAM/EWD MEMO ZONE

MANUAL OVERRIDE
LEFT
FAN
COWL
UP/DOWN
SWITCH
FAN COWL DOOR
WRENCH
DRIVE 3/8 IN
SQUARE
ACTUATOR
ASSEMBLY
CHANNEL A & B
ELECTRICAL
CONNECTORS
SQUARE SOCKET
(MANUAL OVERRIDE)
SPRING LOADED FLAP
Figure 212
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STARTER CONTROL VALVE
Starter Control Valve Override

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Engine Manual Start

The procedure to start the engine in manual mode is to:
S Set the ENG START selector to the IGN/START position. The ECAM
ENGINE page is displayed.
S Check if all indications are normal and all parameters for logical indications,
S Ask the ground clearance to start the engine,
S If the GROUND CLEARANCE is OBTAIN, announce the engine 2 start,
S Check the air pressure is above 30 psi on the ECAM ENGINE page,
S Set the ENG MAN START 2 to the ON position.
S Contact the ground crew to turn the start valve in OPEN position.
S On the ECAM, check that the start valve is in line and the start valve air
pressure is upper 30 psi. The N3 and the oil pressure increase,
S When N3 reaches 20%, set the ENG MASTER lever to the ON position.
On ECAM ENGINE page the active igniter (A or B) and the fuel flow are
indicated.
S Start the chronometer and within 30 seconds, the EGT increases,
S At N3 above 30%, N1 increases and the oil pressure is green.
S At N3 above 50%, contact the ground mechanic crew to close the start
valve, the start valve is in cross line and the igniter indication disappears.
S Set the ENG MAN START to the OFF position
S When the engine is at idle, check parameters for logical indication.
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POWER PLANT
Figure 213
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Engine Manual Start - Starter Valve Open

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POWER PLANT
Figure 214
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Engine Manual Start - Starter Valve Closed

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71
IGNITION AND STARTING SYSTEM DESCRIPTION

The ignition and starting system has three subsystems:
S Starting,
S Fuel command,
S Ignition.
Starting
Engines can be started using the APU air bleed, a ground air supply or
crossbleed air from an operating engine.
The EEC (Engine Electronic Controller) controls the opening and closing of the
SCV (Starter Control Valve) in all start modes. The SCV controls the air flow to
the pneumatic starter. The Pneumatic starter drives N3 through the accessory
gearbox.
The starter has three different cycles:
S Normal cycle runs:
Up to 2 minutes continuous operation then runs down to zero N3,
Up to 2 minutes continuous operation then runs down to zero N3,
Up to 1 minute continuous operation then runs down to zero N3 and wait
30 minutes for the cooling.
S Extended start cycle:
Up to 5 minutes continuous operation followed by 30 minutes wait for the
cooling.
S Extended crank cycle:
Up to 5 minutes continuous operation followed by 30 minutes wait for the
cooling.
Ignition units power supply

The EIPM (Engine Interface Power Management) supplies ignition units (A and
B) through the EEC (channel A and B) control.
A/C EMERgency BUS BAR 115 VAC supplies EIPM CHAN A function. EIPM
CHAN A function could supply Ignition unit A or B depending on the EEC
switching.
A/C BUS 2 BAR 115 VAC supplies EIPM CHAN B function. EIPM CHAN B
function could supply Ignition unit A or B depending on the EEC switching.
EEC ignition units switching function:
Each EEC channel is able to control the switching of the power supply of the
two ignition units A and B.
During an engine auto start on ground, the EEC controls automatically the
switching of the ignition units A or B.
During an engine manual start, the EEC controls both ignition units A and B, for
ignition efficiency.
NOTE:
During Engine auto start in flight, both ignition units are

energized, for redundancy.
Fuel command
The EEC controls, through the MV (Metering Valve) servovalve, the FMV (Fuel
Metering Valve) which regulates the fuel flow to the manifolds.
The ENGine MASTER lever controls, through the airframe shutdown solenoid,
the closing of the HP SOV (High Pressure ShutOFF Valve).
The HPSOV is also called the MP SOV (Minimum Pressure ShutOff Valve).
EEC controls through the protection motor the closing of the HPSOV.
The Fuel Flow Transmitter (FF XMTR) sends his data to the EEC.
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POWER PLANT
Figure 215
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Engine Starting System Description 1

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Controls from the cockpit

The engine start/crank is controlled from the cockpit by:
S ENGine rotary selector,
S ENGine MASTER levers,
S ENGine MANual START P/B SW,
S TCA (Throttle Control Assembly).
System functions
The engine can be started in two manners:
S Automatic start (normal procedure),
S Manual start (backup procedure).
The engine can be cranked in two manners:
S Dry crank,
S Wet crank.
Continuous relight function:
S Manually selected with ENG START rotary selector to the IGN/START
position.
Autorelight function:
S When a flameout is detected the system energizes the two igniters. Quick
relight function (in flight only):
S When the ENG MASTER lever is inadvertently selected OFF, the ENG
MASTER lever can be selected ON again within 30 seconds to cancel the
shutdown sequence.
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POWER PLANT
Figure 216
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Engine Starting System Description 2

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71
ENGINE START / CRANK CONTROL DESCRIPTION

Instructions and Precautions for Engine Ground Operation
WARNING:
YOU MUST NOT GO NEAR AN ENGINE THAT IS IN

OPERATION ABOVE MINIMUM IDLE. IF YOU DO, IT CAN
CAUSE AN INJURY. WHEN AN ENGINE IS IN OPERATION AT
MINIMUM IDLE, YOU CAN ONLY GO NEAR IT THROUGH THE
ENTRY CORRIDORS.
WARNING:
YOU MUST MAKE SURE THAT ALL AREAS WHERE YOU

OPERATE THE ENGINE ARE AS CLEAN AS POSSIBLE. ALL
AREAS MUST BE VERY CLEAN TO PREVENT INJURY AND
SERIOUS DAMAGE TO THE ENGINE AND AIRCRAFT.
WARNING:
A380
RR Trent 900
BEFORE YOU OPERATE THE ENGINES AT POWER

SETTINGS ABOVE IDLE, MAKE SURE THAT THERE IS NO
RISK OF PREPRESSURIZATION OR RESIDUAL PRESSURE
IN THE AIRCRAFT AFTER SUBSEQUENT ENGINE
SHUTDOWN. TO DO THIS, MAKE SURE THAT THE AIR
CONDITIONING OUTFLOW VALVES ARE OPEN DURING THE
ENTIRE TEST.
WARNING:
IF PERSONS TRY TO OPEN A DOOR WHEN THERE IS

RESIDUAL PRESSURE IN THE AIRCRAFT:
THE DOOR CAN OPEN WITH DANGEROUS SUDDEN
FORCE,
THERE IS A RISK OF BAD INJURY OR DEATH, AND
THERE CAN BE DAMAGE TO THE AIRCRAFT.
WARNING:
MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT

CONTROL SURFACES ARE CLEAR BEFORE YOU MOTOR
THE ENGINE. MOVEMENT OF THE FLIGHT CONTROL
SURFACES CAN BE DANGEROUS AND/OR CAUSE
DAMAGE.
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WARNING:
TO ABORT THE ENGINE START SEQUENCE, YOU MUST

PUT THE ENG/MASTER SWITCH BACK TO THE OFF
POSITION. IF YOU ONLY CHANGE THE POSITION OF THE
ENGINE MODE ROTARY SELECTOR SWITCH (FROM
IGN/START TO NORM), THE FADEC SYSTEM WILL NOT
ABORT THE START SEQUENCE. THIS CAUSES A RISK THAT
THE ENGINE WILL CONTINUE TO START. THIS, IN TURN,
CAN CAUSE INJURIES TO PERSONNEL.
CAUTION:
YOU MUST NO OPERATE THE ENGINE IF THE FAN

EXHAUST COWLS ARE OPEN. IF THE ENGINE IS
OPERATED WHEN THE FAN EXHAUST COWLS ARE OPEN,
DAMAGE TO THE POWER PLANT CAN OCCUR.
CAUTION:

ENGINE IF THE OIL TEMPERATURE IS TOO COLD (REFER
TO AMM). LOW OIL TEMPERATURES CAN CAUSE DAMAGE
TO THE ENGINE BEARINGS.
CAUTION:
IF THE ENGINE IS IN COLD ENVIRONMENT, THE ENGINE

OIL CAN BECOME TOO COLD. IF THE ENGINE IS NOT
OPERATED, AND IS IN THIS ENVIRONMENT, YOU MUST DO
A CHECK OF THE ENGINE OIL TEMPERATURE REGULARY.
IF NECESSARY, DO AN ENGINE START AND OPERATE THE
ENGINE AT IDLE UNTIL THE ENGINE OIL TEMPERATURE IS
SATISFACTORY.
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POWER PLANT
Figure 217
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Precautions for Engine Ground Operation

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AUTOMATIC START
General
The automatic start sequence could be automatically or manually aborted.
Automatic Start on Ground
The procedure to start the engine in automatic mode
Initial configuration of controls (engine not running) is:
The ENG MASTER lever is set to the OFF position and the ENG START
rotary selector is set to the NORM position.
Set the ENG START rotary selector to the IGN/START position.
The ECAM ENGINE page is displayed and the AGU (Air Generation Unit) flow
control valves close.
Set the ENG MASTER LEVER to the ON position. The LP (Low Pressure)
fuel valve opens and the SCV opens.
When N3 reaches 25% and the EGT (Exhaust Gas Temperature) is below
150_C, the following events occur:
S The ignition is in function on the igniter A or B,
S The HP SOV opens,
S The FF increases,
S The EGT increases.
NOTE:
The maximum EGT during a start is 700_C.
When N3 reaches 50%, the SCV closes, the igniters cuts off and the AGU flow
control valves reopen if there is no other engine in starting sequence.
Automatic Start Abort

Automatic start abort is initiated when the following troubles occur:
S Hot start / stall
S Hung start,
S No light up,
S Locked N1 rotor,
S SCV failed closed,
S High N3.
If there is a default, the HP SOV automatically closes and the ignition stops.
If there is hot start /stall, hung start or no light up, the EEC automatically
initiates a shutdown followed by a dry cranking period (to reduce EGT below
150_C, only in hot start configuration) and then the EEC tries a new start.
If there is a N1 rotor locked, a SCV failed closed or too high N3, the engine
start is automatically aborted.
Automatic Start Manual Abort
If a default occurs you can at anytime SET the ENG MASTER lever to the
OFF position.
ENG MASTER lever set to the OFF position has priority over the automatic
mode. At this time the HP and LP SOVs closes, the ignition stops, the SCV
closes and the EEC is reset.
To restart the engine, proceed to another automatic start.
NOTE:
The maximum of EGT during a start is 700_C.
Set the ENG START rotary selector to the NORM position. The ECAM
ENGINE page disappears.
If after engine start, the rotary selector is set to NORM and back to
IGN/START, continuous relight is activated on the running engine(s).
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Figure 218
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Automatic Start
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MANUAL START
General
The manual start sequence could be aborted only manually
Manual Start on Ground
The procedure to start the engine in manual mode.
Initial configuration of controls (engine not running) is:
The ENG MASTER lever is set to the OFF position, the ENG START rotary
selector is set to the NORM position and the ENG MAN START P/B SW ON
legend lights off.
Set the ENG START rotary selector to the IGN/START position.
The ECAM ENGINE page is displayed and AGU flow control valve closes.
Set the ENG MAN START to the ON position. The SCV opens.
When N3 reaches 25% and the EGT (Exhaust Gas Temperature) is below
150_C, set the ENG MASTER lever to the ON position. The following events
occur:
S The ignition starts on the igniter A and B,
S The LP fuel valve and the HP SOV open,
S The FF increases,
Start the chronometer:
S Within 30 seconds, the EGT increases.
Manual Start Interruption

Before to set the ENG MASTER lever to the ON position, you can interrupt
the start sequence by setting the ENG MAN START P/B SW to the OFF
position. This action causes the closing of SCV.
If, a SCV failed closed, a locked N1 or a too high N3 is detected you must set
the ENG MAN START P/B SW to the OFF position.
After you set the ENG MASTER lever to the ON position, you can interrupt
the engine starting by setting the ENG MASTER lever to the OFF position.
Following to this action, the LP fuel valve and the HP SOV close, the ignition
stops, the SCV closes, and the EEC is reset.
The ENG MASTER lever must be set to the OFF position, when the following
troubles occurs:
S Hot start / stall
S Hung start,
S No light up,
S Locked N1 rotor,
S SCV failed closed,
S High N3.
Before attempting another start, dry crank the engine for 30 seconds at least (2
minutes max) to reduce EGT below 150_C.
NOTE:
The maximum EGT during a start is 700_C.
When N3 reaches 48%:
S The SCV closes. The ENG MAN START pushbutton has to be set to the
OFF position only for confirmation.
S Ignition stops.
When N3 reaches 50%, set the ENG START rotary selector to the NORM
position, this actions occurs:
S AGU flow control valves reopen if there is no other engine in starting
sequence,
S The ECAM ENGINE page disappears.
If after engine start, the rotary selector is set to NORM and back to
IGN/START, continuous relight is activated (on the running engine)
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POWER PLANT
Figure 219
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Manual Start
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CRANKING
General
Dry crank or wet crank can be done.
Dry Crank
Dry crank is used to remove any residual fuel from the combustion chamber
and to check if there is not oil leak.
During Initial configuration of controls (engine not running):
S Open the following C/Bs:
e.g. for Engeine 1 HP FUEL SOV ENG (1KC1)
S The ENG MASTER lever is set to the OFF position,
S the ENG START rotary selector is set to the NORM position
S and the ENG MAN START P/B SW ON legend lights off.
S Set the ENG START rotary selector to the CRANK position.
The ECAM ENGINE page is displayed.
S Set the ENG MAN START to the ON position.
The SCV opens.
S Start the chronometer.
NOTE:
Dry crank the engine from 30 seconds untill 2 minutes maximum.
S Set the ENG MAN START to the OFF position,
SCV closes,
S Stop the chronometer.
S Set the ENG START rotary selector to the NORM position,
the ECAM ENGINE page disappears.
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Wet Crank
Wet crank is used to check if there is not fuel leaks.
The Initial configuration of controls (engine is not running) is:
S The ENG MASTER LEVER set to the OFF position,
S the ENG START rotary selector set to the NORM position
S and the ENG MAN START P/B SW ON legend lights off.
NOTE:
obey the starter limitation (normal cycle : 2 minutes maximum)
S Set the ENG START rotary selector to the CRANK position,
the ECAM ENGINE page is displayed.
S Set the ENG MAN START to the ON position,
the SCV opens.
When N3 reaches 33%,
S set the ENG MASTER lever to the ON position,
LP fuel valve and the HP SOV open,
S then start the chronometer.
After 30 seconds set the ENG MASTER lever to the OFF position, and the
following events occur:
S LP and the HP fuel valves close (Make sure that the FF is at zero).
S After 30 seconds set the ENG MAN START to the OFF position,
this causes the closing of the SCV.
S Set the ENG START rotary selector to the NORM position,
the ECAM ENGINE page disappears.
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DRY CRANK
WET CRANK
OPEN C/Bs:
e.g. for Engine 1
HP FUEL SOV ENG (1KC1)
CLOSE OPENED C/Bs
Figure 220
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Engine Cranking
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71
LP and MP ShutOff Valves Commands and Power Supply

The ENGine MASTER Lever controls:
S The reset of the EEC (Engine Electronic Controller) A and B channels,
S The excitation of the ENG MASTER SW SLAVE relay, which controls the
LP fuel valve actuator,
S The excitation of the airframe shut down solenoid, which controls the HP
fuel valve actuator.
When the ENG MASTER lever is set to the OFF position, the 28 VDC
ESSentiel bus supplies the slave relay. The slave relay switches the power
supply from 28 VDC ESS BUS and 28 VDC NORMal bus to the SHUT
position of the motor driver of the LP fuel valve
With ENG MASTER lever on the OFF position, the LP fuel valve can be open
by pulling the breaker 1KC1, if the ENG FIRE P/B is not released.
To operate a dry crank the ENG MASTER lever must be set to the OFF
position. When a dry crank is initiated, the fuel must lubricate the LP fuel pump,
so the breaker 1KC1 (1, 2, 3 or 4) must be pulled.
The breaker 1KC1 (1, 2, 3 or 4) is located on the emergency power center
(2500VU) in the emergency avionics compartment
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POWER PLANT
Figure 221
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LP Valve and MPSOV Commands

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ENGINE OPERATION
Engine Auto Start
To perform an automatic start of the engine:
S Set the ENG START rotary selector to IGN START position,
S Set the ENG MASTER lever ON,
The start valve opens and the N3 rate will increase. At 25% N3 IGN (ignition)
and FF (fuel flow) indications come automatically into view on the ENGINE
page. Then the light up is automatically initiated by the FADEC, the EGT
increases normally. At 50% N3, the ignition stops and the start air valve closes
automatically.
Before starting, make sure that the EGT is less than 150 C (302
F).
During the engine start sequence; you have to monitor the status of the packs
valve. The packs valves have to close automatically when the ENG START
rotary selector leaves the NORMal position. The packs valves will reopen once
the start sequence has been completed.
NOTE:
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POWER PLANT
Figure 222
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Engine Operation Engine Auto Start

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POWER PLANT
Figure 223
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Engine Auto Start Indication

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Engine Manual Start

To perform a manual start of the engine:
S Set the ENG START rotary selector to IGN START position,
S Directly push the MAN START P/BSW to ON,
The start valve opens and the N3 rate will increase.
S At 25% N3 set the ENG MASTER lever ON, IGN (ignition) and FF (fuel
flow) indications come automatically into view on the ENGINE page.
Then the light up is automatically initiated by the FADEC, the EGT
increases normally.
S At 50% N3, deselect the MAN START P/BSW, the start air valve closes
automatically and the ignition stops.
NOTE:
You must not start the engine if the EGT is more than 150 C
(302 F). If you do so, the EGT will exceed its limit during the
engine start. You can dry motor the engine to decrease the EGT.
CAUTION: MAKE SURE THAT THE EGT IS LESS THAN 150 C (302 F).
Be careful and observe all the engine parameters, there is no automatic
protection during the engine manual start.
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POWER PLANT
Figure 224
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Engine Operation Engine Manual Start

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POWER PLANT
Figure 225
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Engine Manual Start Indication

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Engine Start Faults

In some cases the engine start sequence can be aborted due to the detected
faults. Among them:
S ENG START FAULT, EGT OVERLIMIT: the EGT has reached the maximum
allowed EGT.
When the fault occurs during an automatic engine start, the EEC proceeds
to an automatic abort sequence, the auto dry cranking period decreases to
150_C (EGT).
The cranking reengages approximately at 10%N3, a new start sequence
engages with both igniters A and B. If the fault is still present, the start
sequence aborts again.
When the fault occurs during a manual engine start, there is no automatic
abort sequence and the EGT rises. The operator has to initiate an
immediate shutdown.
The operator has to select the ENG MASTER lever to OFF before the EGT
reaches the maximum allowed start temperature (700_C).
S ENG IGN A+B FAULT: there is a fault on the ignition exciters or on the
igniter plugs.
The EGT does not rise; no light up is done and recognized by the EEC. In
the engine automatic start sequence the sequence is aborted and a second
attempt is initiated after 15 seconds with a dry cranking cycle. If the fault is
still present, the start sequence is automatically aborted.
S HP FUEL NOT OPEN/NOT CLOSED: the HP fuel valve is stuck in the
closed/open position.
When the fault occurs during an automatic engine start, the SAV (Start Air
Valve) opens, igniter A or/and B are displayed. N3 is cranked but even the
N3 is above 25% the fuel flow remains at 0. The operator has to identify the
related warnings and the integrated FAULT light on the ENG MASTER
lever comes on if the related ENG MASTER lever is kept in the ON position.
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POWER PLANT
Figure 226
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Engine Start Faults

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FWD Thrust and Mode Settings

The forward thrust is adjusted by moving the thrust lever into the different
detent points. In function of the selected detent the corresponding thrust mode
and indications are displayed on the EWD. Each engine thrust can be adjusted
individually.
NOTE:
The EEC (Engine Electronic Controller) software does not let the
engine operate in the 64% to 72% N1 speed range.
Thus, speed increase will stop at 64% N1, until the throttle lever
is in a position for engine operation at 72% N1. The EEC
software will then let the engine accelerate through the 64% to
72% N1 speed range.
This function is called KOZ (Keep Out of Zone)
The full engine thrust will be available only when the aircraft
speed is above 45 knots
This function is called METOTS (Modified Engine Take Off
Thrust Settings)
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Figure 227
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FWD Thrust And Mode Settings

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Thrust Control Faults

When the two resolvers and the three potentiometers of the same TCA
(Throttle Control Assembly) are failed, the ENG THR LEVER FAULT is
displayed on the EWD.
As a consequence, the EEC does not get the thrust lever position signal any
more and the throttle reference, cyan circle related to the thrust lever position
does not follow the actual thrust lever demand. When the aircraft is on ground
with thrust levers position between IDLE and TOGA, the FDEC automatically
select the IDLE thrust.
The TPR (Turbofan Power Ratio) is the primary thrust control parameter used
on the engine to calculate the engine thrust. It is used in the EEC for engine
control. In case of TPR loss, the thrust indications are no longer available. A
THR XX message, underlined by an amber arc is displayed on the EWD. The
TPR mode automatically reverts to N1 rated mode. The ENG THRUST LOSS
warning and actions to be performed are displayed on the EWD.
Pressing the ALTN MODE P/BSW ON forces the FADEC to be in N1 mode.
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Figure 228
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Thrust Control Faults 1

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Figure 229
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Thrust Control Faults 2

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Reverse Thrust
The aircraft is on ground and the engine 2 and 3 are running. The engines 2
and 3 Throttle Control Levers are equipped with reverser levers to control the
deployment or the stowing of the reversers and adjust the reverse thrust. When
they are moved (with the Throttle Control Levers into IDLE detent stop only)
the corresponding indications are displayed on the EWD. The thrust reverser
activation logic activates the deployment of the reversers.
POWER PLANT
FRA US/T
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POWER PLANT
Figure 230
FRA US/T
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Reverse Thrust
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Reverser Fault
When the thrust reversers are fully deployed, the REV green indication is
displayed on the N1 dial on EWD. This indication is displayed in amber when
the reverse is selected and the thrust reverser is stowing or deploying on
ground or the reverse is unlocked. In this case the ENG REV UNLOCKED
message is displayed and the operator has to push the Throttle Control Lever
to FWD IDLE in order to stow the reversers.
POWER PLANT
ENGINE GROUND OPEARTION
FRA US/T
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POWER PLANT
ENGINE GROUND OPEARTION
Figure 231
FRA US/T
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Reverser Fault
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Engine Parameters Faults

Engine secondary parameters also indicate some faults when they occur. An
amber CLOGGED flag under the fuel flow indicates that the fuel filter is
clogged. The amber ENG FUEL FILTER CLOGGED message is displayed on
the EWD. The rotor vibration levels are also to be monitored VIB N1, N2, N3,
when these VIB indications are above a specific threshold they pulses green. In
case of fan unbalance, there can be a sound effect.
YOU MUST NOT OPERATE THE ENGINE IF THE FUEL
FILTER IS CLOGGED. CONTAMINATED FUEL CAN BYPASS
THE FILTER AND CAUSE DAMAGE TO THE ENGINE.
REPLACE THE LP FUEL FILTER BEFORE YOU OPERATE
THE ENGINE AGAIN.
The engine turbine overheat is detected by two thermocouples, one located in
front of the IP turbine disk and the other located at the rear of the IP turbine
disk.
When detected, the red ENG TURBINE OVHT message is displayed on the
EWD, the EGT increases abnormally but remains under the maximum EGT
MCT limit (850_C). The MASTER WARNING lights flash and the Continuous
Repetitive Chime sounds.
The engine oil low pressure can drop when the engine is running. In this case
the green oil pressure value reverts to amber and becomes red if it drops below
25_PSI.
The red ENG OIL PRESS LO message is displayed on the EWD, the MASTER
WARNING lights flash, the CRC (Continuous Repetitive Chime) sounds and
the ENGINE SD page is automatically displayed.
CAUTION:
FRA US/T
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POWER PLANT
Figure 232
FRA US/T
WzT
Sep 10, 2008
Engine Parameters Faults - Fuel, Vibration

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POWER PLANT
Figure 233
FRA US/T
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Engine Parameters Faults - EGT, Oil

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Engine Operation Limits Summary

Here are listed the red lines limits of the engine parameters. The maximum
rotor operation speeds are: 96.1% N1, 97.8% N2 and 97.8% N3.
The MAX EGT is limited to 700_C for ground start, to 850_C for in flight relight
and 850_C for maximum continuous operation. The EGT is limited to 900_C for
takeoff for a maximum of 5 minutes. The residual EGT before start must be
less than 150_C, in contrary case the EEC will initiate an automatic crank
during automatic start.
The minimum oil low pressure with N3 at or above IDLE is limited to 25 psi
differential pressure. The maximum oil consumption rate is approximately 0.45 l
per hour (0.48 US QT per hour). At start, the oil temperature must be than a
minimum of 10_C and the oil temperature must be 60_C or more before
acceleration to TakeOff. The maximum allowed oil temperature is 196_C when
the operation condition is stable.
The engine has an oil quantity of 15 to 17 quarts; the minimum required
corresponds to a decrease of 2 quarts below the nominal value.
The engine is started by cycles; the maximum continuous motoring is limited to
5 minutes. After a continuous motoring of 5 minutes, the starter must be cooled
for 30 minutes before the starter is motored again. The total motoring time
permitted is 5 minutes in any 35 minutes period. The starter is activated at 10%
N3 on ground, and will require 30% N3 as reengagement speeds in flight.
The rotor vibration levels are also monitored on the ECAM ENGINE page, they
are given in cockpit units. An advisory is displayed when the rotor vibration
level overpasses the 2.8 cockpit units for N1, 3.6 cockpit units for N2, 3.6
cockpit units for N3. An advisory is also displayed when the nacelle
temperature overpasses 300_C.
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POWER PLANT
Figure 234
FRA US/T
WzT
Sep 10, 2008
Engine Operation Limits

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POWER PLANT
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RR Trent 900
71
ENGINE GROUND OPERATION-OMS PAGES

Access Procedure
The OMS (Onboard Maintenance System) gives access to the historical data
necessary for aircraft maintenance. It gives access to various system BITE
tests.
With the FADEC ground power established by pushing the FADEC GND PWR
P/BSW to ON, you ca access to the different OMT pages:
Home page, System Report, Test and then ATA 73. In this ATA chapter you
can access to the main menus of the EEC and EIPM computers. The EEC will
be permanently powered if there is a test in progress via the OMT. The EEC
main menu gives access to its both channels EEC 2A and EEC 2B. In these
submenu are the different functions: Tests, Reports, Engine procedure and
Specific Functions.
By selecting one of these submenus, you will have access to a more detailed
level.
The EIPM main menu gives access to the related engine systems, ENG 2
and ENG 4 for EIPM 1 or ENG 1 and ENG 3 for EIPM 2. In these
submenu are the different functions: Tests, Reports, and Specific Functions.
By selecting one of these submenus, you will have access to a more detailed
level.
The EEC submenus are: Tests, Reports, Engine procedure and Specific
Functions. For each EEC channel you will be able to access the Test
submenu and perform:
S An Audible test of the igniters,
S A variablestatorvanes system test,
S A test of the P20T20 probe heater,
S A hydraulic pump offload test,
S And a harness test.
Additional tests are provided for each channel of EEC 2 and EEC 3:
S Thrust reverser cycling test,
S Thrust reverser monitoring test.
For each EEC channel you will be able to access the Reports submenu and
see:
S The EEC configuration,
S The EGT exceedance report,
S The shaft speed exceedance report,
S The Inhibition of the thrust reverser.
EEC Menus
CAUTION:
CAUTION:
FRA US/T
WHEN YOU SET THE CONTROLS AS SPECIFIED IN THE

THE P20T20 PROBE WILL BE ENERGIZED FOR 5 SECONDS
AND GETS HOT DURING THIS TEST. MAKE SURE THAT
NOT COVER, CAP OR PLUG IS INSTALLED ON THE P20T20
PROBE.
WHEN YOU SET THE CONTROLS AS SPECIFIED IN THE
IN THIS TEST YOU MUST LOOK TO SEE IF THE HYDRAULIC
PRESSURE INCREASES AND DECREASES AT THE
APPLICABLE TIMES.
WzT
Sep 10, 2008
THE ENGINE MUST BE STARTED TO PROVIDE THE AIR

PRESSURE TO OPERATE THE BLEED VALVES WHEN
COMMANDED BY THE EEC.
For each EEC channel you will be able to access the engine procedures
submenu to get:
S The fan trim balance procedure,
S The engine core washing procedure,
S The bleed valve test scheduling.
Notice that it is the engine run discrete signal simulation. The
engine is not started for this test.
For each EEC channel you will be able to access the Specific functions
submenu to perform:
S An engine running simulation,
S Reset of the fuel used.
NOTE:
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71
POWER PLANT
Figure 235
FRA US/T
WzT
Sep 10, 2008
OMS Pages Access Procedure & EEC Menus

25|71|L3
Page 465
A380
RR Trent 900
71
EIPM Menus
The EIPM submenus are: Tests, Reports and Specific Functions. For each
engine you will be able to access the Test submenu and perform:
S A FADEC ground power light test,
S An engine light fault,
S The system test (full test of the system).
For each engine you will be able to access the Reports submenu and see:
S The discrete inputs reports,
S The discrete outputs reports,
S The pin programming report.
For each engine you will be able to access the Specific functions submenu
and perform:
S An oil low press and ground,
S A thrust reverser 3*115V / 25KW power supply,
S An ETRAC manual power supply.
WARNING:
REVERSE SECOND LINE OF DEFENSE WILL BE

DEACTIVATED, BE CAREFUL TO POSSIBLE REVERSE
DOORS ACTIVATION.
WARNING:
ETRAC WILL BE POWER SUPPLIED, BE CAREFUL TO

POSSIBLE REVERSE DOORS ACTIVATION.
POWER PLANT
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POWER PLANT
Figure 236
FRA US/T
WzT
Sep 10, 2008
OMS Pages EIPM Menus

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A380 RR 7180 B12X1
TABLE OF CONTENTS
ATA 7180
ENGI
NE RR TRENT 900 . . . . . . . . . . . . . . . . . .
3
ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TRENT 900 FOR THE AIRBUS A380840 . . . . . . . . . . .
POWERPLANT EXTERNAL DIMENSIONS . . . . . . . . . .
DANGER AREAS OF THE ENGINE . . . . . . . . . . . . . . . . .
MAJOR UNITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACCESS DOORS AND PANELS . . . . . . . . . . . . . . . . . . . .
ENGINE COWLING DESCRIPTION . . . . . . . . . . . . . . . . .
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DRAINS MAST AND BREATHER OUTLET . . . . . . . . . . .
DRAINS TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DRAINS TANK OPERATION . . . . . . . . . . . . . . . . . . . . . . .
PYLON ELECTRICAL DISCONNECTS . . . . . . . . . . . . . .
PYLON ELECTRICAL RECEPTACLES &
CONNECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4
4
6
8
10
12
14
16
18
20
22
26
28
30
32
ATA 72 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAIN ROTATING ASSEMBLIES . . . . . . . . . . . . . . . . . . . .
ENGINE MAIN BEARING ARRANGEMENT . . . . . . . . . .
TRENT MODULAR BREAKDOWN . . . . . . . . . . . . . . . . . .
LP COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SPINNER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FAN BLADE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . .
IP COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INTERMEDIATE CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HP SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IP TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LP TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EXTERNAL GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LP COMPRESSOR CASE . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE CORE FAIRINGS . . . . . . . . . . . . . . . . . . . . . . . . .
36
36
38
40
42
44
46
48
50
52
54
56
58
60
62
34
FAN BLADE CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . .

INSPECTION OF LPC BLADE & ANNULUS FILLERS .
REMOVAL /INSTALLATION OF THE SPINNER &
FAIRING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL /INSTALLATION OF THE REAR SPINNER .
REMOVAL / INSTALLATION OF THE ANNULUS
FILLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL/INSTALLATION OF THE FAN BLADE . . . . .
FAN TRIM BALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BORESCOPE ACCESS PORTS . . . . . . . . . . . . . . . . . . . .
IP COMPRESSOR BORESCOPE ACCESS . . . . . . . . . .
HP COMPRESSOR BORESCOPE ACCESS . . . . . . . . .
COMBUSTION CHAMBER BORESCOPE ACCESS . . .
HP TURBINE BORESCOPE ACCESS . . . . . . . . . . . . . . .
TURNING THE LOW PRESSURE (L.P.) SYSTEM . . . .
TURNING THE INTERMEDIATE PRESSURE (IP)
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TURNING THE HP SHAFT . . . . . . . . . . . . . . . . . . . . . . . . .
RADIAL DRIVE SHAFT REMOVAL/INSTALLATION . . .
64
66
68
70
72
74
76
78
80
82
84
86
88
90
92
94
ATA 73 ENGINE FUEL & CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . .

FADEC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC FUNCTIONS: . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC POWER SUPPLY ON GROUND . . . . . . . . . . . . .
ELECTRONIC ENGINE CONTROLLER (EEC) . . . . . . .
DATA ENTRY PLUG (DEP) . . . . . . . . . . . . . . . . . . . . . . . .
DEDICATED ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . .
96
96
96
98
100
102
104
ATA 73 ENGINE FUEL & CONTROL; ATA 77 ENGINE INDICATING

SHAFT SPEED MEASUREMENT . . . . . . . . . . . . . . . . . . .
ENGINE PROTECTION SYSTEMS . . . . . . . . . . . . . . . . .
P20/T20 PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EXHAUST GAS TEMPERATURE (EGT) . . . . . . . . . . . . .
EXHAUST GAS TEMPERATURE (EGT)
THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE MONITORING UNIT . . . . . . . . . . . . . . . . . . . . . .
ENGINE MONITORING UNIT (EMU) INTERFACE . . . .
106
106
108
110
112
114
116
118
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A380 RR 7180 B12X1
TABLE OF CONTENTS
VIBRATION TRANSDUCER . . . . . . . . . . . . . . . . . . . . . . . .
T25 THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . .
T30 THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE MASTER CONTROL OPERATION . . . . . . . . . .
120
120
122
124
ATA 76 ENGINE CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

THROTTLE CONTROL ASSEMBLY
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
THROTTLE CONTROL ASSEMBLY INTERFACES . . . .
126
ATA 77 ENGINE INDCIATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ENGINE POWER PHILOSOPHY . . . . . . . . . . . . . . . . . . .
THRUST CONTROL FUNCTION OPERATION . . . . . . .
FADEC ARCHITECTURE & INTERFACE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
134
134
136
ATA 73 ENGINE FUEL & CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . .

EEC ANALOG AND DISCRETE INPUTS/OUTPUTS . .
EEC COMMAND AND SENSOR INTERFACES . . . . . . .
EIPM ARCHITECTURE & INTERFACE DESCRIPTION
EIPM INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EIPM & FADEC POWER SUPPLY DESCRIPTION . . . .
FADEC TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL SYSTEM INTRODUCTION . . . . . . . . . . . . . . . . . . .
FUEL SYSTEM SCHEMATIC & CONTROL . . . . . . . . . .
FUEL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL OIL HEAT EXCHANGER (FOHE) . . . . . . . . . . . . .
LP FUEL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HYDROMECHANICAL UNIT (HMU) . . . . . . . . . . . . . . . . .
HYDROMECHANICAL UNIT (HMU) . . . . . . . . . . . . . . . . .
HMU REMOVAL/INSTALLATION . . . . . . . . . . . . . . . . . . . .
HMU SHUTDOWN SEQUENCES . . . . . . . . . . . . . . . . . . .
FUEL FLOW TRANSMITTER . . . . . . . . . . . . . . . . . . . . . .
HP FUEL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL MANIFOLD INSPECTION . . . . . . . . . . . . . . . . . . . .
FUEL SPRAY NOZZLES (FSN) . . . . . . . . . . . . . . . . . . . . .
LP FUEL FILTER REMOVAL/INSTALLATION . . . . . . . . .
148
148
150
154
156
158
162
168
170
172
174
174
176
178
180
182
184
186
188
190
192
194
126
132
142
INHIBIT THE ENGINE FUEL SYSTEM . . . . . . . . . . . . . .
196
ATA 77 ENGINE INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ENGINE & FADEC SYSTEMS OPS/CTL & IND (RR) . .
198
198
ATA 75 ENGINE AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ENGINE AIRFLOW CONTROL INTRODUCTION . . . . .
VIGV/VSV CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . .
VIGV/VSV ACTUATORS . . . . . . . . . . . . . . . . . . . . . . . . . . .
COMPRESSOR BLEED VALVE SYSTEM . . . . . . . . . . . .
BLEED VALVE SOLENOIDS . . . . . . . . . . . . . . . . . . . . . . .
IP AND HP BLEED VALVES . . . . . . . . . . . . . . . . . . . . . . . .
COOLING & SEALING INTRODUCTION . . . . . . . . . . . .
VARIABLE STATOR VANES SYSTEM TEST . . . . . . . . .
BLEED VALVE TESTS SCHEDULING . . . . . . . . . . . . . . .
TURBINE CASE COOLING SYSTEM (TCC) . . . . . . . . .
TURBINE CASE COOLING SYSTEM (TCC) . . . . . . . . .
TCC MANIFOLD AND COOLING DUCT . . . . . . . . . . . . .
TURBINE OVERHEAT DETECTION SYSTEM . . . . . . . .
NACELLE TEMPERATURE MONITORING . . . . . . . . . . .
FAN ZONE TEMPERATURE SENSOR . . . . . . . . . . . . . .
ZONE 3 TEMPERATURE THERMOCOUPLE . . . . . . . . .
208
208
210
212
214
216
218
220
222
224
226
228
230
232
234
236
238
ATA 79 ENIGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ENGINE OIL SYSTEM ARCHITECTURE . . . . . . . . . . . .
OIL SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . .
FEED OIL, LUBRICATION & COOLING . . . . . . . . . . . . .
OIL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . .
OIL QUANTITY TRANSMITTER . . . . . . . . . . . . . . . . . . . .
OIL PUMP AND PRESSURE FILTER ASSEMBLY . . . .
MAGNETIC CHIP DETECTORS (MCDS) . . . . . . . . . . . .
SCAVENGE FILTER ASSEMBLY . . . . . . . . . . . . . . . . . . .
CENTRIFUGAL BREATHER . . . . . . . . . . . . . . . . . . . . . . .
FUEL/OIL HEAT EXCHANGER (FOHE) . . . . . . . . . . . . .
OIL PRESSURE INDICATION . . . . . . . . . . . . . . . . . . . . . .
LOW OIL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . .
240
240
242
244
246
248
252
254
256
258
260
262
264
264
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A380 RR 7180 B12X1
TABLE OF CONTENTS
OIL PRESSURE FILTER DELTA P TRANSDUCER . . . .
OIL SCAVENGE FILTER DELTA P TRANSDUCER . . . .
OIL TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . .
OIL SYSTEM SERVICING . . . . . . . . . . . . . . . . . . . . . . . . .
OIL SCAVENGE FILTER REMOVAL/INSTALLATION . .
OIL PRESSURE FILTER REMOVAL/INSTALLATION . .
EMCD INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EMCD INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PRESERVATION OF MAIN LINE BEARINGS . . . . . . . . .
266
268
270
272
274
276
278
280
292
ATA 80 STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE STARTING SYSTEM . . . . . . . . . . . . . . . . . . . . . .
ENGINE STARTING COMMAND CONTROLS . . . . . . . .
COCKPIT INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STARTER CONTROL VALVE (SCV) . . . . . . . . . . . . . . . . .
STARTER MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STARTER OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . .
294
294
296
298
300
302
304
ATA 74 IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE IGNITION SYSTEM . . . . . . . . . . . . . . . . . . . . . . .
IGNITION SYSTEM COMPONENTS . . . . . . . . . . . . . . . .
IGNITION SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . .
REPLACEMENT OF THE IGNITION LEAD CONTACTS
IGNITER INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IGNITER PLUG REPLACEMENT . . . . . . . . . . . . . . . . . . .
306
306
308
310
312
314
316
ATA 7830 THRUST REVERSER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

TRENT 900 NACELLE OVERALL PRESENTATION . . .
THRUST REVERSER COWL DOORS . . . . . . . . . . . . . . .
FAN EXHAUST COWL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FAN EXHAUST COWL/THRUST REVERSER COWL . .
THRUST REVERSER INHIBITION . . . . . . . . . . . . . . . . . .
THRUST REVERSER CONTROL COMPONENT
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
THRUST REVERSER CONTROL FUNCTION
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
THRUST REVERSER MAINTENANCE . . . . . . . . . . . . . .
EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
318
318
320
322
324
336
VARIABLE FREQUENCY GENERATOR (VFG) . . . . . . .

VFG OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . .
368
370
ATA 26 FIRE PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

FIRE/OVERHEAT DETECTORS . . . . . . . . . . . . . . . . . . . .
374
374
ATA 29 HYDRAULIC POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE DRIVEN PUMP DESCRIPTION . . . . . . . . . . . .
AIRCRAFT PNEUMATIC SYSTEM . . . . . . . . . . . . . . . . . .
ENGINE BLEED AIR SUPPLY . . . . . . . . . . . . . . . . . . . . . .
376
376
378
382
384
ATA 3020 ENGINE AIR INTAKE ICE PROTECTION . . . . . . . . . . . .

ENGINE ICE PROTECTION AREAS . . . . . . . . . . . . . . . .
AIR INTAKE COWL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NAI SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NAI SHUTOFF VALVE (SOV) . . . . . . . . . . . . . . . . . . . . .
ANTIICE PRESSURE REGULATING VALVE . . . . . . . .
MODE OF OPERATION AND COCKPIT INDICATIONS
DANGER AREAS OF THE ENGINE . . . . . . . . . . . . . . . . .
POWER PLANT GROUND OPERATION . . . . . . . . . . . . .
ENGINE OPERATION LIMITS . . . . . . . . . . . . . . . . . . . . . .
ENGINE START ASSISTANCE OPS/CTL & IND . . . . . .
ENGINE START ASSISTANCE DESCRIPTION . . . . . . .
ENGINE START / CRANK CONTROL DESCRIPTION .
AUTOMATIC START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MANUAL START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CRANKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE GROUND OPERATION-OMS PAGES . . . . . . .
386
386
388
392
394
396
398
400
402
406
408
412
428
430
432
434
438
464
340
342
352
366
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A380 RR 7180 B12X1
TABLE OF CONTENTS
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A380 RR 7180 B12X1
TABLE OF FIGURES
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29
30
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51
52
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58
59
60
61
62
63
The RB211 Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Engine Dimension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Danger Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Propulsion System Components . . . . . . . . . . . . . . . . . . . . . . . .
Access Doors & Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan Cowl Opening/Closing . . . . . . . . . . . . . . . . . . . . . . . . . . .
Preservation of the Powerplant . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Attachment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drains System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drain System Leakage Rates . . . . . . . . . . . . . . . . . . . . . . . . .
Drains Mast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drains Tank Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drains Tank Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pylon / Powerplant Electrical Disconnects . . . . . . . . . . . . . . . .
Electrical Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main Rotating Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Bearing Arrangenment . . . . . . . . . . . . . . . . . . . . . . . . . .
Modular Breakdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LP Compressor Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Spinner / Fairing Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan Blade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IP Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Intermediate Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HP System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IP Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LP Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
External Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LP Compressor Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Core Fairings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan Blade Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LPC Blade Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Spinner Fairing Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rear Spinner Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LP Compresssor Blade Removal . . . . . . . . . . . . . . . . . . . . . . .
5
7
9
11
13
15
17
19
21
23
25
27
29
31
33
35
37
39
41
43
45
47
49
51
53
55
57
59
61
63
65
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71
73
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LP Compressor Blade Removal . . . . . . . . . . . . . . . . . . . . . . . .

Fan Trim Balance Weights Position . . . . . . . . . . . . . . . . . . . . .
Borescope Access Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IP Compressor Borescope Plugs . . . . . . . . . . . . . . . . . . . . . . .
HP Compressor Borescope Plugs . . . . . . . . . . . . . . . . . . . . . .
Combustion Chamber Borescope Plugs . . . . . . . . . . . . . . . . .
Turbine Borescope Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbine the Low Pressure System . . . . . . . . . . . . . . . . . . . . . .
Turning the IP System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turning the High Presure System . . . . . . . . . . . . . . . . . . . . . . .
Radial Drive Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC General Architecture & Supply on Ground . . . . . . .
Engine Electronic Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Data Entry Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Permanent Magnetic Alternator . . . . . . . . . . . . . . . . . . . . . . . . .
Shaft Speed Component Location . . . . . . . . . . . . . . . . . . . . . .
Engine Protection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
P20/T20 Probe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EGT Thermocouple System . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EGT Thermocouple . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Monitoring Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EMU Inputs/Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vibration Transducer & T25 Thermocouple . . . . . . . . . . . . . . .
T30 Thermocouple . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Master Control Operation . . . . . . . . . . . . . . . . . . . . . . .
Throttle Control Assembly Component Description . . . . . . . .
Inboard Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Outboard Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Throttle Control Assembly Interfaces . . . . . . . . . . . . . . . . . . . .
Engine Power Philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIRBUS Cockpit Universal Thraust Emulator (ACUTE) . . . .
AIRBUS Cockpit Universal Thraust Emulator (ACUTE) . . . .
AIRBUS Cockpit Universal Thrust Emulator (ACUTE) . . . . .
FADEC Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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A380 RR 7180 B12X1
TABLE OF FIGURES
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99 EEC Digital Interfaces 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

100 EEC Digital Interfaces 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
101 EEC Analog and Discrete Inputs/Outputs . . . . . . . . . . . . . . .
102 EEC Command and Sensor Interfaces 1 . . . . . . . . . . . . . . . .
103 EEC Command and Sensor Interfaces 2 . . . . . . . . . . . . . . . .
104 EIPM Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
105 EIPM Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
106 EIPM & FADEC Power Supply 1 . . . . . . . . . . . . . . . . . . . . . . .
107 EIPM & FADEC Power Supply 2 . . . . . . . . . . . . . . . . . . . . . . .
108 Tests EEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
109 EEC Tests and Specific Functions . . . . . . . . . . . . . . . . . . . . .
110 EIPM Tests and Specific Function . . . . . . . . . . . . . . . . . . . . . .
111 Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
112 Fuel System Schematic and Control . . . . . . . . . . . . . . . . . . .
113 Fuel Pump Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
114 Fuel / Oil Heat Exchanger (FOHE) . . . . . . . . . . . . . . . . . . . . .
115 Hydromechanical Unit (HMU) . . . . . . . . . . . . . . . . . . . . . . . . .
116 HMU Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
117 HMU Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
118 System Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
119 Fuel Flow Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
120 HP Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
121 Fuel Manifold & Fuel Spray Nozzles . . . . . . . . . . . . . . . . . . .
122 Fuel Manifold Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
123 Fuel Spray Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
124 LP Fuel Filter Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
125 Inhibiting the Engine Fuel System . . . . . . . . . . . . . . . . . . . . .
126 FADEC System Ops/Ctl & ind . . . . . . . . . . . . . . . . . . . . . . . . .
127 Engine Control Panels Location . . . . . . . . . . . . . . . . . . . . . . .
128 Indication Presentation EEC Powering . . . . . . . . . . . . . . . .
129 Indication Presentation Engine Parameters Display . . . . .
130 Throttle Control Levers & A/THR P/B . . . . . . . . . . . . . . . . . . .
131 Airflow Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
132 VIGV/VSV Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . .
133 VSV Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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Bleed Valve System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Bleed Valve Solenoids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IP/HP Handling Bleed Valves . . . . . . . . . . . . . . . . . . . . . . . . . .
Cooling & Sealing Airflows . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Variable Stator Vane System Test . . . . . . . . . . . . . . . . . . . . . .
Bleed Valve Testing Schedule . . . . . . . . . . . . . . . . . . . . . . . . .
TCC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TCC Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TCC Duct Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbine Overheat Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . .
Zone 1 and 3 Temperature Monitoring . . . . . . . . . . . . . . . . . .
Zone 1 Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . .
Zone 3 NAC Temperature Thermocouple . . . . . . . . . . . . . . .
Engine Oil System Architecture . . . . . . . . . . . . . . . . . . . . . . . .
Oil System Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Oil Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Oil Servicing Cautions . . . . . . . . . . . . . . . . . . . . . . .
Oil Quantity Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Pump Assembly & Pressure Filter . . . . . . . . . . . . . . . . . .
Magnetic Chip Detector Locations . . . . . . . . . . . . . . . . . . . . .
Oil Scavenge Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Centrifugal Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel/Oil Heat Exchanger (FOHE) . . . . . . . . . . . . . . . . . . . . . .
Oil Pressure Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Pressure Filter dP Transducer . . . . . . . . . . . . . . . . . . . . . .
Oil Scavenge Filter dP Transducer . . . . . . . . . . . . . . . . . . . . .
Oil Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil System Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Scavenge Filter Removal . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Pressure Filter Removal . . . . . . . . . . . . . . . . . . . . . . . . . . .
EMCD Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EMCD Inspection & Washing . . . . . . . . . . . . . . . . . . . . . . . . . .
Debris Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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Bearing Lapping Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Gear Wear - Fines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bearing Failure - Flakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Gear Tooth Fragments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Chips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cage Rivet Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Roller Bearing Cage Tang Failure . . . . . . . . . . . . . . . . . . . . . .
Build Debris or Swarft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Action to take when debris is discovereed . . . . . . . . . . . . . . .
Preservation of Main Line Bearings . . . . . . . . . . . . . . . . . . . .
Starting System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cockpit Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Staring Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Start Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starter Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starter Oil Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ignition System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ignition System Components . . . . . . . . . . . . . . . . . . . . . . . . . .
Ignition System Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ignition Lead Contact Replacement . . . . . . . . . . . . . . . . . . . .
Igniter Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Igniter Removal Installation . . . . . . . . . . . . . . . . . . . . . . . . . . .
Trent 9000 Nacelle Overalll Presentation . . . . . . . . . . . . . . .
Thrust Reverser Cowl Doors . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan Exhaust Cowl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan Exhaust Cowl/Thrust Reverser Cowl Opening . . . . .
Fan Exhaust Cowl/Thrust Reverser Cowl CAUTION . . . .
Specific Latch for Inboard Engines . . . . . . . . . . . . . . . . . . . . .
Hold Open Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan Exhaust Cowl/Thrust Reverser Cowl Closing . . . . . .
Manual Opening/Closing . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Reverser Inhibition for Maintenance . . . . . . . . . . . .
Thrust Reverser Inhibition Before Flight . . . . . . . . . . . . . . .
Major Component Identification . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Reverser Operation 1 . . . . . . . . . . . . . . . . . . . . . . . . . .
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Thrust Reverser Movement Summary . . . . . . . . . . . . . . . . . .
Deploy/Stow the Thrust Reverser Translating Cowl . . . . . . .
Thrust Reverser TRPU Deactivation . . . . . . . . . . . . . . . . . . .
TLS Deactivation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Unlock/Active of PLS at the Thrust Reverser . . . . . . . . . . . .
Release/Active the Brake of the PDU . . . . . . . . . . . . . . . . . .
Deactivating the MDUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Manual Ops. of Thrust Reverser Translating Cowl . . . . . . .
Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VFG Air/Oil Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . .
VFG Oil Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Servicing Level Check ... Refilling . . . . . . . . . . . . . . . . .
Fire Detection Loop Location . . . . . . . . . . . . . . . . . . . . . . . . . .
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hyd. Pump Dis-/ReEngagement 1 . . . . . . . . . . . . . . . . . . . .
Aircraft Bleed System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engien Bleed Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Ice Protection Areas . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Intake Cowl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Nacelle Anti-Ice System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NAI System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NAI Shut Off Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NAI Pressure Regulating Valve . . . . . . . . . . . . . . . . . . . . . . . .
NAI Operating Mode and Indication . . . . . . . . . . . . . . . . . . . .
Engine Danger Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ground Operations-Crosseind Condtions . . . . . . . . . . . . . . .
Engine Start Assistance Ops/Ctl & Ind. . . . . . . . . . . . . . . . . .
Engine Start Controls & Panels Location . . . . . . . . . . . . . . . .
Engine Start Assistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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Page iii
A380 RR 7180 B12X1
TABLE OF FIGURES
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Engine Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Starter Control Valve Override . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Manual Start - Starter Valve Open . . . . . . . . . . . . . .
Engine Manual Start - Starter Valve Closed . . . . . . . . . . . . .
Engine Starting System Description 1 . . . . . . . . . . . . . . . . . .
Engine Starting System Description 2 . . . . . . . . . . . . . . . . . .
Precautions for Engine Ground Operation . . . . . . . . . . . . . . .
Automatic Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Manual Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Cranking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LP Valve and MPSOV Commands . . . . . . . . . . . . . . . . . . . . .
Engine Operation Engine Auto Start . . . . . . . . . . . . . . . . . .
Engine Auto Start Indication . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Operation Engine Manual Start . . . . . . . . . . . . . . .
Engine Manual Start Indication . . . . . . . . . . . . . . . . . . . . . . . .
Engine Start Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FWD Thrust And Mode Settings . . . . . . . . . . . . . . . . . . . . . . .
Thrust Control Faults 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Control Faults 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reverse Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reverser Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Parameters Faults - Fuel, Vibration . . . . . . . . . . . . . .
Engine Parameters Faults - EGT, Oil . . . . . . . . . . . . . . . . . . .
Engine Operation Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OMS Pages Access Procedure & EEC Menus . . . . . . . . .
OMS Pages EIPM Menus . . . . . . . . . . . . . . . . . . . . . . . . . . .
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Page iv
A380 RR 7180 B12X1
TABLE OF FIGURES
Page v
A380 RR 7180 B12X1
TABLE OF FIGURES
Page vi

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RR RB211 Trent 900

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ENGINE RR TRENT 900

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ATA 71 POWER PLANT

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The RB211 Family

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POWERPLANT EXTERNAL DIMENSIONS

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Trent 97084 78 304 lbs

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Direction of rotation shafts:

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KEEP ALL PERSONS OUT OF THE DANGER AREAS DURING

To work on the inboard engines, the outboard engines must be

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BE CAREFUL WHEN YOU DO WORK ON THE ENGINE

UNDER NORMAL CONDITIONS, EXCEPT IN THE ASSISTED

DO NOT GO NEAR AN ENGINE THAT IS IN OPERATION

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INTAKE SUCTION DANGER AREA MAX TAKEOFF POWER

EXHAUST DANGER AREA

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Engine Danger Areas

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Propulsion System Components

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Access Doors & Panels

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ENGINE COWLING DESCRIPTION

There are two flag indicators to know the HOR state:

MAKE SURE THAT THE WIND SPEED CONDITIONS ARE

BEFORE YOU FULLY OPEN THE FAN COWLS, MAKE SURE

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Fan Cowl Closing

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FAN COWL CLOSE SEQUENCE