IAE V2500 Beamer

Airbus A319/A320/A321 (IAE V2500A) vs A318/A319/A320/A321 (CFM56) Training Manual
(EASA Part. 66 Cat. B1)
Issue 2 / September 2008 / Technical Training

Training Manual Table of Contents
A319/A320/A321 EASA Part 66 Cat. B1
71 Power Plant - V2500A Drain System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

Pylon Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
71-00 Introduction 72 Engine - V2500A
Engine Mark Numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 72-00 Engine Presentation
IAE V2530-A5 Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Engine Main Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Safety Zones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Front Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Engine Inlet Hazard Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 NO 4 Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Jet Wake Hazard Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Rear Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Noise Danger Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Engine Modules. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Module 31 (Fan Module) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
71-00 Nacelle Access Doors & Openings Inlet Cone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Nacelle General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Front Blade Retaining Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Access Doors & Openings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Fan Blade Removal / Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Fan Cowls Opening / Closing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Annulus Fillers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Nacelle D/O. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Reposition of the Annulus Filler Seals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Nacelle D/O. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 72-31-11 Fan Blade Repair. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Fan Cowl Latch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Fan Blade Inspection / Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Thrust Reverser Cowl Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
T/R Cowling ("C-Duct") Opening / Closing . . . . . . . . . . . . . . . . . . . . . . . . . 20 Repair of the Fan Disk Rear Ramp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Thrust Reverser Half Latches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 TAP Transient Acoustic Propagation Test . . . . . . . . . . . . . . . . . . . . . . . . . 37
Latch Access Panel & Take Up Device . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Fan Trim Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Front Latch and Open Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 One Shot Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
C - Duct Opening / Closing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Module 32 Intermediate Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
C - Duct Hold Open Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Module 40 HP Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Combustion Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
71-00 Engine Mounts Common Nozzle Assembly (CNA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Angle and Main Gearbox. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Forward Engine Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Drive Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
AFT Engine Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Borescoping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Engine Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Engine Removal / Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Borescope Inspection of the HP Comp. . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Nacelle D/O. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Borescope Access. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
71-00 Power Plant Drains 73 Engine Fuel and Control - V2500A

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Sep08/Technical Training for training purposes only

Contents - I
Copyright by SR Technics
73-00 Fuel System Presentation FADEC System Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 FADEC Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Engine Control Pushbuttons and Switches . . . . . . . . . . . . . . . . . . . . . . . . . 38
73-10 Fuel Distribution Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Failures and Redundancy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Engine Limits Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Fuel Filter Diff. Press. Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Power Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Fuel Temperature Thermocouple . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Autothrust Activation / Deactivation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Fuel Diverter & Return Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 EPR Setting Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Fuel Distribution Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Rated N1 Setting Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Fuel Manifold and Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 The processing of the N1 error signal is the same as for EPR error signal. 48
Fuel Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Unrated N1 Setting Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Fuel Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 The processing of the N1 error signal is the same as for the rated N1 error sig-
Fuel Metering Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 nal.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Fuel Metering Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 FADEC Fault Strategy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Overspeed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Component Fail Safe States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Low Pressure Fuel Shut Off Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Loss of Inputs from Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
HP & LP Fuel SOV Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Idle Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
N1 Speed Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
73-20 Heat Management System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
FADEC Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
FADEC LRUS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Fuel Temp. Thermocouple . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Data Entry Plug Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
IDG Oil Cooler Temp. Thermocouple . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Electronic Engine Control (EEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
ACOC Oil Temp. Thermocouple . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
ACOC Modulating Air Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 FADEC Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Fuel Diverter & Return Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 FADEC LRUS Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Return to Tank Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 FADEC LRUS Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
HMS Mode 1 (Normal Mode) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 P12.5 Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
HMS Mode 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 P2.5 / T2.5 Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
No Return to Tank Modes 3 and 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 FADEC Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
HMS Mode 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 FADEC Previous Legs Report. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
HMS Mode 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 FADEC Troubleshooting Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Air Modulating Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 FADEC Failure Types Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
IDG Fuel Cooled Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 FADEC System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
IDG Oil Cooler Temp. Thermocouple . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 FADEC Ground Scanning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 FADEC Class 3 Fault Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Scheduled Maintenance Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
FADEC Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Engine Interface Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
EIU Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84

Contents - II
EIU Input Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 75-00 System Presentation

EIU Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
CFDS System Report/Test EIU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87 FADEC Compressor and Clearance Control. . . . . . . . . . . . . . . . . . . . . . . . . 2
LAST Leg Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 Compressor Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
LRU Indentification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 75-31 LP Comp. Air Flow Sys.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Ground Scanning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 Booster Bleed System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
EIU CFDS Discrete Outputs Simulation . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 BSBV Actuating Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
EIU CFDS Discrete Outputs Simulation . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 75-32 HP Comp. Air Flow Sys. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
EIU Discrete Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 VSV System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
VSV Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
74 Ignition - V2500A Handling Bleed Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Handling Bleed Valves Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
74-00 Ignition System Presentation Bleed Valve Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Handling Bleed Valve Malfunctions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Ignition System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 HP Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Ignition Starting - Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Turbine Cooling Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Ignition System Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Operating Schedule. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Ignition System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 HPT / LPT Active Clearance Cont. Sys. . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Ignitor Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 HPT / LPT Cooling Manifolds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Ignition Test without CFDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Nacelle Ventilation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
75-41 Nacelle Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
74-00 Starting 80-00 Nacelle Temperature General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Starting Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 76 Engine Controls - V2500A
Starting Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Starter Air Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 76-00 Engine Controls
Start Air Control Valve Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Throttle Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Cranking-Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Wet Cranking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Bump Rating Push Button(A1 Engined Aircraft only) . . . . . . . . . . . . . . . . . . 4
Automatic Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Artificial Feel Unit (Mechanical Box) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
EEC Auto Start Abort . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Throttle Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Manual Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Continuous Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 AIDS Alpha Call Up of TRA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
75 Engine Air - V2500A 77 Indicating - V2500A

Contents - III
77-00 Engine Indicating Presentation Thrust Reverser Independent Locking System . . . . . . . . . . . . . . . . . . . . . . 10

Indication General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
77-10 Power Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Reverser Hydraulic Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
EPR Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 HCU in Forward Thrust Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
EPR System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 HCU Deploy Sequence Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
P2 / T2 Heater. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 HCU Stow Sequence Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
FADEC P2/T2 Heater Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Command Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
77-20 Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Flexshaft Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
EGT Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Hydraulic Actuators Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
EGT Probes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Upper Nonlocking Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Lower Locking Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
77-10 Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Thrust Reverser Manual Deploy / Stow. . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
N1 and N2 Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Thrust Reverser Deactivation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
31 Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
FADEC CFDS Reverser Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Max Pointer Reset (N1, N2 & EGT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
FADEC T/R Test (Fault Detected). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
77-10 Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 FADEC T/R Test (NOT O.K.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
N1 Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Interchange of N1 Speed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 79 Oil - V2500A
Dedicated Alternator (PMA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
77-30 Analyzers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 79-00 Oil System
Vibration Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Oil System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Vibration Monitoring Unit (EVMU). . . . . . . . . . . . . . . . . . . . . . . . . . 24
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Oil System Bearings and Gears Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . 6
CFDS System Report / Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Front Bearing Compartment (Bearings no. 1, 2, 3) . . . . . . . . . . . . . . . . . . . . 6
CFDS System Report /Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Centre Bearing Compartment (Bearing no.4) . . . . . . . . . . . . . . . . . . . . . . . . 8
CFDS System Report /Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Rear Bearing Compartment (Bearing no.5). . . . . . . . . . . . . . . . . . . . . . . . . 10
CFDS System Report /Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Oil System Components Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
CFDS Accelerometer Reconfig. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Oil Quantity Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
78 Exhaust - V2500A Oil Pressure Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Air Cooled Oil Cooler (ACOC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
78-00 Reverser System ACOC Oil Temperature Thermocouple . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Fuel Cooled Oil Cooler (FCOC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Scavenge System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Thrust Reverser System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Scavenge Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Thrust Reverser System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Scavenge Oil Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Thrust Reverser Hydraulic Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
De-oiler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Thrust Reverser Manual Deployment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
No 4 Bearing Scavenge Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

Contents - IV
No 4 Bearing Pressure Transducer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 26-12 Engine Fire and Overheat Detection

No 4 Bearing Scavenge Valve Description . . . . . . . . . . . . . . . . . . . . . . . . . 28 Fire Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
No 4 Bearing Scavenge Valve Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Fire Detection Unit (FDU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Oil System Pressure Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Test P/B. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Low Oil Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Engine Fire Detection Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Magnetic Chip Detectors (M.C.D.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Master Chip Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Fire Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
IDG Oil Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Loop Fault Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
79-30 Oil Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Detection Fault Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Electrical Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
ECAM Oil Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Fire Detection Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Oil Quantity Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Fire Extinguishing Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Oil Temperature Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Engine Fire Pushbutton Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Oil Pressure Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Low Oil Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 26-99 CFDS System Report / Test
Scav. Filt. Diff. Pressure Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 FDU - Bite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
24 Electrical Power - V2500A 30 Ice and Rain Protection - V2500A
24-22 AC Main Generation 30-00 Eng. Air Intake Ice Protection
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Generator Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 System Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 System Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Control and Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Engine Anti Ice Duct and Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Anti-Ice Valve Deactivation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Generator Control Unit Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Generator Operation Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 36 Pneumatics - V2500A
Generator Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Generator 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 36-10 General
Generator Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Distribution - Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Integrated Drive Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Servicing of IDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
HP Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
AC Main System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Pressure Regulator Valve (PRV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Bleed Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
26 Fire Protection - V2500A System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Contents - V
BMC Bleed Monitoring Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

High Pressure Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Bleed Pressure Regulator Valve (PRV) . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Overpressure Valve (OPV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Fan Air Valve (FAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Fan Air Valve Control Thermostat CT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Temperature Limitation CTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Bleed Transfer Regulated Pressure Transducers Pt . . . . . . . . . . . . . . . . . 15
Temperature Control Description and Operation . . . . . . . . . . . . . . . . . . . . 16
CFDS MCDU Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
IAE V2500-Study Questions

Contents - VI
Training Manual Power Plant V2500A
A319/A320/A321 71-00 Introduction
71 Power Plant - V2500A

71-00 Introduction The senior partners Rolls Royce and Pratt & Whitney assemble the engines at
their respective plants in Derby, UK and Middletown Connecticut, USA
Fiat Aviazone have since withdrawn as a risksharing partner, but still remains as
It is produced by International Aero Engines (IAE) corporation. a Primary Supplier. Rolls Royce now has responsibility for all external gearbox re-
On March 11, 1983 five of the worlds leading aerospace manufacturers signed a lated activity.
collaboration agreement to create, for the first time in history, a new family of aero IAE is responsible for the coordination of manufacture and assembly of the en-
engines developed form the best proven technology that each of the five could gines, sales, marketing, contracting and in-service support of V2500.
provide.
The engine entered revenue service on May 22, 1989.
Headquarters for IAE were established in Connecticut, USA, and from there the
This corporation consits of the following companys:
V2500 turbofan engine, designed to power the worlds 120-180 seat aircraft, was
launched on January 1, 1984. JAEC (Japanese Aero Engines Corporation)
Rolls Royce
Shared Technology, shared Strenght
Pratt & Whittney
Each shareholder is responsible for the development and production of discrete MTU (Motoren & Turbinen Union)
modules reflecting their best proven technology.
Pratt & Whitney 32.5% Diffuser-Combustor, High Pressure Turbine,
Turbine Exhaust Case
Rolls-Royce 32.5% High Pressure Compressor, Gear Box
Japanese Aero Engines Corporation 23% Fan Case, Low Pressure Compressor
MTU Aero Engines 12% Low Pressure Turbine Module

71-00-1
Copyright by SRTechnics
Engine Mark Numbers

The V2500 engine has been designated the V because IAE was originally a five-
nation consortium. The V is the Roman numeral for five.
For easy identification of the present and all future variants of the V2500, Interna-
tional Aero Engines has introduced a new engine designation system.
All engines will retain V2500 as their generic name.
The first three characters of the full designation are V25, identifying each en-
gine in the family
The next two figures indicate the engines rated sea - level takeoff thrust. The
following letter shows the aircraft manufacturer.
The following letter shows the aircraft manufacturer.
The last figure represents the mechanical standard of the engine.
This system will provide a clear designation of a particular engine as well as a sim-
ple way of grouping by name, engines with similar characteristics.
The designation V2500 - D collectively describes, irrespective of thrust, all en-
gines for McDonnell Douglas applications and V2500 - A all engines for Airbus In-
dustrie.
Similarly, V2500 - 5 describes all engines built to the -5 mechanical standard, ir-
respective of airframe application.
The only engine exempt from this idents is the current service engine, which is al-
ready certified to the designated V2500-A1.
For example:
The V2500 - A1 engine is used on A320 and has only a 3 stage booster.
The D5 variant is now no longer in production, however the engine is still

extensively overhauled and re-furbished

71-00-2
Figure 1: Engine Mark Numbers
V2530-A5
Generic to all Mechanical Standarts
V2500 engines of engine
Takeoff thrust in Airframe manufacturer

thousands of - A for Airbus Industrie
pounds - D for McDonnell Douglas
MARK NUMBER TAKEOFF THRUST (LB) AIRCRAFT

V2522 - A5 22.000 A319
V2500 - A1 25.000 A320 - 200
V2530 - A5 30.000 A321 - 100
V2525 - A5 25.000 A320 - 200
V2527 - A5 26.500 A320 - 200
V2528 - D5 28.000 MD - 90 - 40
V2525 - D5 25.000 MD - 90 - 30
V2522 - D5 22.000 MD - 90 - 10

71-00-3
Introduction IAE V2530-A5 Data

The V2530 - A5 engine is a two spool, axial flow, high bypass ratio turbofan en- Fan tip diameter: 63.5 in (161cm)
gine.
Bare engine length: 126 in (320 cm)
80% of the thrust is produced by the fan.
20% of thrust is produced by the engine core. Weight: 4942 lbs (2242 KG)
Its compression system features a single stage fan, a four stage booster, and a Take - off thrust: 30,000 lb, flat rated to +30 deg. C
ten stage high pressure compressor. The LP compressor is driven by a fivestage
Bypass ratio: 5.44 : 1
low pressure turbine and the HP compressor by a two stage HP turbine.
The HP turbine also drives a gearbox which, in turn, drives the engine and aircraft Overall Pressure Ratio: 31.9 : 1
mounted accessories. The two shafts are supported by five main bearings.
Mass Flow lbs/s: 856 lbs
The V2500 incorporates a full authority digital Electronic Engine Control (EEC).
The control system governs all engine functions, including power management. N1: 100% (5650 RPM)
Reverse thrust is obtained by deflecting the fan airstream via a hydraulic operated N2: 100% (14950 RPM)
thrust reverser.
EGT (Takeoff) 650 deg. C
EGT (Starting) 635 deg. C
EGT (Max Continous/Climb) 610 deg. C
The IAE V2530-A5 engine is flat rated.

The rated thrust can be obtained for a limited time up to an ambient temperature
of 30C otherwise engine operating limits can be exceeded.
To have a constant thrust at variable ambient conditions the engine RPM has to
be adjusted (regulated) to compensate the variying air density.
The Thrust parameter is EPR. In case this parameter is not available the N1 is
used as the Thrust parameter.

71-00-4
Figure 2: V2500 Propulsion Unit

71-00-5
Safety Zones Jet Wake Hazard Areas

Engine Inlet Hazard Areas Warning:
During run up operations, extreme care should be exercised when operating the
Warning: engines.
During run up operations, extreme care should be exercised when operating the Refer to the diagram showing the jet wake hazard areas for the conditions at idle
engines. Refer to the diagram showing the inlet suction hazard areas for the con- and take-off thrust.
ditions at idle and take-off thrust.
Figure 3: Engine Inlet Hazard Areas Noise Danger Areas
Warning:
Ear protection must be worn by all persons working near the engine while it oper-
ates.
Loud noise from the engine can cause temporary or permanent damage to the
ears.

71-00-6
Figure 4: Jet Wake Hazard Areas

71-00-7
A319/A320/A321 71-00 Nacelle Access Doors & Openings
71-00 Nacelle Access Doors & Openings Figure 5: Access Doors & Openings
Nacelle General
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vides protection for the engine and accessories.
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The major components which comprise the nacelle are: :/.%
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the fan cowls (left and right hand) -%4!,,)#).4%2&!#%
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the Combined Nozzle Assembly (CNA)

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Access Doors & Openings
Access to units mounted on the low pressure compressor (fan) case and external
gearbox is gained by opening the hinged fan cowls.
Access to the core engine, and the units mounted on it, is gained by opening the
hinged "C" ducts. '2/5.$%$6)!
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Pressure relief Doors: 02/"%
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Two access doors also operate as pressure relief doors. They are installed on
each nacelle.
The air starter valve and pressure relief door in the right fan cowl :/.%
and the oil fill and sight glass pressure relief door in the left fan cowl.
The two pressure relief doors protect the core compartment against a differential
overpressure of 0.2 bar (2.9007 psi) and more. #/--/../::,%
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Spring-loaded latches hold the doors in place. If overpressure causes one or the 4)4!.)5-
two doors in a nacelle to open during flight, they will not latch close again automat- 342!+% 42!.3,!4).'#/7,
ically. The door (doors) will be found open during ground inspections. #!2"/. &)"2%
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71-00-8
Figure 6: Nacelle Access Doors
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71-00-9
Fan Cowls Opening / Closing The fan cowl hold open struts must be in the extended position and both
struts must always be used to hold the doors open.
The fan cowl doors extend rearwards from the inlet cowl to overlap leading edge
of the "C" ducts. When in the open position the fan cowls are supported by two Be careful when opening the doors in winds of more than 26 knots (30mph)
telescopic hold - open struts, using support points provided on the fan case (rear) The fan cowl doors must not be opened in winds of more than 52 knots
and inlet cowl (front). Storage brackets are provided to securely locate the struts (60mph)
when they are not in use.

71-00-10
Figure 7: Power Plant Installation Presentation - General

71-00-11
Figure 8: Nacelle D/O - Air Intake Cowl

71-00-12
Figure 9: Nacelle D/O - Fan Cowl Doors (LH & RH)

71-00-13
Nacelle D/O
Thrust Reverser "C" Ducts
The thrust reverser "C" ducts are in two halves fitted with cascades, blocker doors
and translating sleeves.
Each half is supported by four hinges at the pylon.
The halves assembly is latched along the bottom centerline with six latches.
LH door weight: 580 lbs (263 kg).
RH door weight: 574 lbs (260 kg).
Each half is provided with:
3 attachment points for handling,
1 opening actuator operated with a hand pump,
2 hold open rods for opening.
The latch assembly consists of:
1 forward bumper latch,
3 center latches, accessible through a hinged access panel,
1 aft twin latch.

71-00-14
Figure 10: Nacelle D/O - Thrust Reverser "C" Ducts

71-00-15
Nacelle D/O
Common Nozzle Assembly
The Common Nozzle Assembly (CNA) mixes the exhaust gases from the second-
ary and primary airflows.
It is bolted to the rear flange of the turbine exhaust case.
The Common Nozzle Assembly is attached to the LP turbine frame by means of
56 bolts.
Weight: 181 lbs (82 kg).
Exhaust Cone
The exhaust cone provides the inner contour of the common exhaust stream flow.
It is attached to the inner flange of the turbine exhaust case.
The exhaust cone is bolted to the inner LP turbine frame by means of 13 bolts.
Weight: 10 lbs (4.5 kg).

71-00-16
Figure 11: Nacelle D/O - Mixed Exhaust System

71-00-17
Figure 12: Fan Cowls Opening / Closing

71-00-18
Fan Cowl Latch Adjustment

The mismatch between the two cowl doors can be adjusted by fitting / removing
shims, as shown below.
Latch tension is adjusted by use of the adjusting nut at the back of the latch keeper
Figure 13: Fan Cowl Latch Adjustment

71-00-19
Thrust Reverser Cowl Doors Figure 14: Thrust Reverser Hydraulic Control Unit (HCU)
T/R Cowling ("C-Duct") Opening / Closing

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Before opening: 09,/.

1. All 6 latches & take - up devices must be released in sequence.
2. If reverser is deployed, pylon fairing must be removed.
3. Deactivate Thrust Reverser Hydraulic Control Unit (HCU)
4. FADEC power "OFF"
5. Put Warning Notices in the Cockpit
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71-00-20
Figure 15: C-Duct Opening/Closing
THEFAIRINGMUSTBEREMOVED
BEFORETHEREVERSERISDEPLOYED
ANDTHEC DUCTOPENED

71-00-21
Thrust Reverser Half Latches

6 Latches are provided to keep the Thrust Reverser Halfs in the closed position.
They are located:
1 Front latch (access through the left fan cowl)
3 Bifurcation latches (access through a panel under the C-Duct halves)
2 latches on the reverser translating sleeve (Double Latch)

71-00-22
Figure 16: Thrust Reverser Half Latches
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71-00-23
Latch Access Panel & Take Up Device

An access panel, as shown below, is provided to gain access to the three BIFUR-
CATION "C" duct latches and the "C" duct take up device (also called, Auxiliary
Latch Assembly).
The take up device is a "turnbuckle" arrangement which is used to draw the two
"C" ducts together. This is necessary to compress the "C" duct seals far enough
to enable the latch hooks to engage with the latch keepers.
The take up device is used both when closing and opening the "C" ducts.
The take up device must be disengaged and returned to its stowage bracket, in-
side the L/H "C" duct, when not in use.
Red Open Flags, installed on the C-Duct indicate that the Bifurcation latches
are open.

71-00-24
Figure 17: Latch Panel & Take Up Device

71-00-25
Front Latch and Open Indicator

Access to the front latch is gained through the left hand fan cowl. The latch is
equipped with a red open indicator.
The open -indicator gets in view through a gap in the cowling (also when the thrust
reverser halfs are closed) to indicate a not propper closed reverser cowl.
Make sure that you position the front latch correctly against the front latch
open indicator while you pull the thrust reverser halves together with the
auxiliary latch assembly.(take up device) If you do not do this, the front latch
can get caught between the thrust reverser halves and the auxiliary latch as-
sembly and the hook can get damaged.

71-00-26
Figure 18: Front Latch with Open Indicator

71-00-27
C - Duct Opening / Closing System

On each "C" duct a single acting hydraulic actuator is provided for opening.
A hydraulic hand pump must be connected to a self sealing /quick release hydrau-
lic connection for opening.
The hydraulic fluid used in the system is engine lubricating oil.

71-00-28
Figure 19: "C" Duct Opening/Closing

71-00-29
C - Duct Hold Open Struts

Two hold open struts are provided on each C - duct to support the C - ducts in the
open position.
The struts engage with anchorage points located on the engine as shown below.
When, not in use the struts are located in stowage brackets provided inside the C-
duct.
The front strut is a fixed length strut.
The rear strut is a telescopic strut and must be extended before use.
The arrangement for the L.H. C duct is shown below, the R.H. C duct is similar.
Both struts must always be used to support the C ducts in the open posi-
tion. The C ducts weigh approx 578 lbs each. Serious injury to personnel
working under the C ducts can occur if the C duct is suddenly released.

71-00-30
Figure 20: C Duct Hold Open Struts
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71-00-31
A319/A320/A321 71-00 Engine Mounts
71-00 Engine Mounts The beam assembly is aligned on the aircraft pylon by two shear pins and at-
tached with five bolts.
The thrust of the engine is transmitted through the thrust links, the cross beam as-
General sembly and the beam assembly to the aircraft pylon.
The engine is attached to the aircraft pylon by two mount assemblies, one at the The support bearing permits the engine to turn so that torsional loads are not
front and one at the rear of the engine. The mount assemblies transmit loads from transmitted to the aircraft structure.
the engine to the aircraft structure. The front mount is made to be fail-safe. If one of the two thrust links or the cross
Spherical bearings in each mount permit thermal expansion and some movement beam should fail, then thrust loads are transmitted through the ball stop and into
between the engine and the pylon. the beam assembly. The thrust is then transmitted to the pylon structure.
Both mounts are made to be fail-safe and have a tolerance to damage.
the forward mount:
it is attached to the engine via the intermediate casing. It takes the X loads
(thrust), Y loads (lateral) and Z loads (vertical).
the aft mount:
it is attached to the engine via the exhaust casing. It takes the loads in a plane
normal to the engine centerline i.e.: Y loads (lateral), Z loads (vertical) and Mx
(engine rotational inertia moment + Y load transfer moment).
Component Location
The front mount is installed at the top center of the low pressure compressor case.
The rear mount is installed at the top center of the low pressure turbine case.
The engine mount system has these components:
A front mount
A rear mount.
Forward Engine Mount

The front mount has these parts:
Two thrust links.
A beam assembly.
A cross beam assembly.
A support bearing assembly.
The thrust links attach to lugs on the cross beam and to the engine mount lugs on
the low pressure compressor using solid pins. A spherical bearing is installed at
each end of the links. Vertical and side loads are transmitted through the support
bearing to the beam assembly and then to the aircraft pylon.

71-00-32
Figure 21: Forward Engine Mount

71-00-33
AFT Engine Mount

The aft mount has these parts:
Two side links.
A center link.
A beam assembly.
The two side links attach to the beam assembly at one end and the engine aft
mount ring on the low pressure turbine case at the other end.
The aft mount is aligned on the pylon by two shearpins and is attached to the pylon
by four bolts and washers.
Vertical and side loads are transmitted through the side links and beam assembly
and into the pylon.
Torsional loads are transmitted by the center link to the beam assembly and in to
the pylon.
The mount is made to be fail-safe. The side links are each made up of two parts
which are attached together to make one unit. If one part of the link should fail, the
remaining part will transmit the loads to the beam assembly.

71-00-34
Figure 22: AFT Engine Mount

71-00-35
Engine Change
Engine Removal / Installation
The arrangements for slinging / hoisting the engine are shown below (Bootstrap).
During this operation the "C" ducts are supported by rods which are posi-
tioned between the "C" duct and the engine pylon.
After a new engine was installed different Test Tasks have to be performed:
Check of engine datas via CFDS (ESN, EEC P/N, Engine Rating, Bump level)
to make sure that they are the same as written on the EEC, data entry plug and
engine identification plates.
Operational Test of EEC via CFDS.
If A/C is operated in actual CAT III conditions, a Land Test must be performed.
Functional check of IDG disconnect system.
Functional check of engine ice protection system.
TEST NO. 1 (Dry motor leak check)
TEST NO. 2 (Wet motor leak check)
TEST NO. 3 (Idle leak check)
TEST NO. 6 (EEC system idle test)
TEST NO. 13 (Prestested engine replacement test)
For further information refer to AMM ATA 71-00-00.

71-00-36
Figure 23: Hold Open Braces and Adjustable Struts
THRUST REVERSER ADJUSTABLE T/R OPENING

COWL DOOR STRUT ACTUATOR PYLON

71-00-37
Figure 24: Engine Removal

71-00-38
Figure 25: Bootstrap Equipment

71-00-39
Nacelle D/O FUEL SYSTEM

fuel supply,
Fluid Disconnect Panel fuel return to tank,
The fluid disconnect panel provides the fluid connection between engine and py- HYDRAULIC SYSTEM
lon. It is located on the left hand side of the fan case upper part.
hydraulic pump suction,
Fluid connection lines: hydraulic pump pressure delivery,
hydraulic pump case drain.
Figure 26: Fluid Disconnect Panel

71-00-40
Fan Electrical Connector Panel

The fan electrical connector panel provides the interface between the fan electri-
cal harnesses and the pylon.
It is located on the right hand side of the fan case upper part.
Figure 27: Fan Electrical Connector Panel

71-00-41
Core Electrical Junction Box It is located in the forward mount zone.

The core electrical junction box provides the interface between the core electrical
harnesses and the pylon.
Figure 28: Core Electrical Junction Box

71-00-42
A319/A320/A321 71-00 Power Plant Drains
71-00 Power Plant Drains

71-00-43
General
The powerplant drain system collects fluids that may leak from some of the engine
accessories and drives. The fluids collected from the power plant are discharged
overboard through the drain mast installed below the engine accessory gearbox.
The drain system comprises two sub-systems:
fuel drains
oil, hydraulic and water drains
The two sub-systems come together at the same drain mast.

71-00-44
Figure 29: Drain Mast

71-00-45
Drain System Description

Fuel Drain
The fuel drain lines come from engine accessories on the engine core, the engine
fan case and gearbox. The engine core drains go through the bifurcation panel.
The fuel drain system is connected to these engine accessories:
Booster bleed master actuator)
Booster bleed slave actuator) Engine- Variable Stator Vane Actuator) Core
Active Clearance Control Actuator)
Fuel diverter valve) Engine fan Case
Fuel metering unit) Gearbox
LP/HP fuel pumps)
Oil, Hydraulic and Water Drains

The oil, hydraulic and water drains system comes from engine accessories on the
engine fan case and gearbox.
The drain system is connected to these engine accessories:
Air Cooled Oil Cooler actuator) Engine fan case
Integrated Drive Generator)
Air starter) Gearbox
Hydraulic Pump)
Oil tank scupper) Oil tank
The only hydraulic fluid drain is from the hydraulic pump. The other drains are for
engine oil or accessory lubricant.

71-00-46
Figure 30: Drain System
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71-00-47
Pylon Drains
The engine pylon is divided into 7 compartments. Various systems are routed
through these areas.
Any leckage from fluid lines is drained overboard through seperate lines in the rear
of the pylon.

71-00-48
Figure 31: Pylon Drains

71-00-49

71-00-50
A319/A320/A321 72-00
72 Engine - V2500A

72-00-1
A319/A320/A321 72-00 Engine Presentation
72-00 Engine Presentation

Gas Path
A simplified view of the engine is shown below.
All the air entering the engine passes trough the inlet cowl to the fan.
At the fan exit the air stream divides into two flows:
the core engine flow
the by-pass flow
Core Engine Flow

The core engine flow passes trough the fixed inlet guide vanes to the L.P.
Compressor which consits of 4 stages on the V2500 - A5 engine, then to the H.P.
Compressor, the combustion section and the H.P. and L.P. turbines and finally ex-
hausts into the Common Nozzle Assembly (C.N.A.)
By-pass Flow
The fan exhaust air (cold stream) entering the by-pass duct passes through the
fan outlet guide vanes and flows along the by-pass duct to exhaust into the C.N.A.
Nacelle
The nacelle ensures airflow around the engine during its operation and also pro-
vides protection for the engine and accessories.
The major components which comprise the nacelle are:
the air inlet cowl
the fan cowls (left and right hand)
The "C" ducts which incorporate the hydraulically operated thrust reverser unit.
the Combined Nozzle Assembly (CNA)
Common Nozzle Assembly (CNA)

The core engine "hot" exhaust and the "cool" by-pass flow are mixed in the C.N.A.
before passing through the single propelling nozzle to atmosphere.

72-00-2
Figure 1: Engine Components Location (L/H Side)
NOSE FAN FUEL COOLED HP COMPRESSOR REAR

CONE CASE OIL COOLER SECTION ENGINE MOUNT
FUEL
FILTER
OIL
TANK
HYDRAULIC
PUMP
OIL COMBUSTION COMMON

PUMP SECTION NOZZLE
GEARBOX FUEL STAGE 7C

PUMP BLEED VALVE

72-00-3
Figure 2: Engine Components Location (R/H Side)
ELECTRONIC
ENGINE CONTROL
TURBINE STAGE 7 RELAY LP COMPRESSOR

SECTION BLEED VALVES BOX (FAN)
AIR COOLED STARTER

OIL COOLER
NO.4 BEARING INTEGRATED DE-OILER

COMPARTMENT DRIVE
AIR COOLER GENERATOR
BLEED VALVE
CONTROL VALVES

72-00-4
Figure 3: Propulsion Unit Outline

3 LP COMPRESSOR
SPLITTER FAIRING
2 LP COMPRESSOR 4 LP COMPRESSOR
FAN BLADES OUTLET
GUIDE VANES 5 HP COMPRESSOR
WING
1 AIR INLET
COWL
PYLON
COLD STREAM
63
V2500-A1 V2500-A1
HOT STREAM
V2500-A5 V2500-A5
63.5
V2500-D5 V2500-D5
COLD STREAM
6 LP COMPRESSOR STAGE 1.5,

10 INLET CONE
2, 2.3 AND 2.5 BLADES
7 LP COMPRESSOR STAGE 1.5

9 INLET CONE FAIRING
AND 2 VANES
8 LP COMPRESSOR CASE

72-00-5
STAGE NUMBERING V2530-A5

STAGES : COMPONENT : STAGE NUMBER : NOTES :
1 FAN 1 ACOC,ACC,ACAC
1 LOW PRESSURE 1,5 (Booster Stage

2 2
3 COMPRESSOR 2,3 Bleed Valve = 2.5 Bleed Ring)
4 ( BOOSTER ) 2.5 B.S.B.V.
1 3 VSV ( & IGV )

2 4 VSV
3 5 VSV
HIGH PRESSURE
5 7 CUST. BLEED, A / I, Hdlg. Bleed,
6
COMPRESSOR 8 Internal Cooling
7 9
8 10 CUST. BLEED Hdlg. Bleed,
9 11
10 12 Buffer Air, 1. HPT & NGV, Muscl Air
COMBUSTION CHAMBER 20 Fuel Nozzles, 2 Ignitor Plugs
1 HIGH PRESSURE 1
2 2 ACTIVE CLEARANCE CONTROL
TURBINE
1 3
2 4 ACTIVE CLEARANCE CONTROL
3 LOW PRESSURE 5
4 TURBINE 6
5 7
COMMON NOZZLE

72-00-6
Figure 4: Stage Numbering

72-00-7
Flowpath aerodynamic stations have been established to facilitate engine per- The manufacture uses numerical station designations. The station numbers are
formance assessment and monitoring. used as subscripts when designating different temperatures and pressures,
throughout the engine.
Airflow Stations Measured Parameters Parameters used for

often used Engine Engine Trend Remarks
STA Designation Designation
Abbreviations Control Monitoring 1 )
0 Ambient P0 Pamb
1 Intake Lip of Air Intake
P2 FIP for EPR Calculation 2 )
2 Fan Inlet
T2 FIT
LP Compressor Exit, (HP) P2.5 CIP

2.5
Compressor Inlet
T2.5 CIT
P3 Pb, CDP
3 HP Compressor Exit
T3 CDT
4 Combustion Section Exit
4.5 HP Turbine Exit
P4.9 (P5) for EPR Calculation 2 )
4.9 LP Turbine Exit
T4.9 EGT
5 Turbine Exhaust Case Exit
12.5 Fan Exit P12.5 FEP
Legend
1) Same Sensor used as for Engine Control is also used for Trend Monitoring;
Special Sensor used for Engine Trend Monitoring
2) EPR / Engine Pressure Ratio =

P4.9
P2

72-00-8
Figure 5: Engine Stations
AERODYNAMIC STATIONS
1 2 12.5 2.5 3 4 4.5 4.9
STATION 2 2.5 12.5 3 4.5 4.9

PT PSIA 14.7 26.2 24 438.9 82.9 19.9
TT C 15 74.1 64.6 540 791.4 496.6
TT F 59 164.4 148.3 1003.9 1456.5 925.9
V2500-A1

72-00-9
Engine Main Bearings

The 5 bearings are located in 3 bearing compartments.
Front Bearing Compartment

The front bearing compartment is located at the centre of the intermediate case,
and houses bearing No. 1, 2 & 3.
Center Bearing Compartment

The center bearing compartment is located in the diffuser/combustor case and
houses bearing No. 4
Rear Bearing Compartment

The rear bearing compartment is located in the turbine exhaust case No.5
Bearings
The Low Pressure or N1 rotor, is supported by three bearings:
Bearing 1 (Single track thrust ball bearing).
Bearing 2 (Single track roller bearing utilising "squeeze film" oil damping).
Bearing 5 (Single track roller bearing utilising "squeeze film" oil damping).
The High Pressure or N2 rotor is supported by two bearings:
Bearing 3 (thrust ball bearing mounted in an hydraulic damper which is cen-
tered by a series of rod springs ("Squirrel Cage")).
Bearing 4 (Single track roller bearing).

72-00-10
Figure 6: Engine Bearings & Compartments

72-00-11
Front Bearing Compartment

The bearings No. 1, 2 and 3 are located in the front bearing compartment which is
at the center of the intermediate module 32.
The compartment is sealed using air supported carbon seals, and oil filled (hy-
draulic) seal between the two shafts. This seal is supported by 8th stage air.
Adequate pressure drops across the seals to ensure satisfactory sealing. This is
achieved by venting the compartment, by an external tube, to the de-oiler.
Gearbox Drive
The HP stubshaft, which is located axially by No 3 bearing, has at its front end a
bevel drive gear which provides the drive for the main accessory gearbox, through
the tower shaft.
The HP stubshaft separates from the HP compressor module at the curvic cou-
pling and remains as part of the intermediate case module.
Description
The drawing below shows details of No 2 and No 3 bearings.
A phonic wheel is fitted to the LP stubshaft, this interacts with speed probes to pro-
vide LP shaft speed signals (N1) to the EEC and the Engine Vibration Monitoring
Unit (EVMU) which is aircraft mounted.
The hydraulic seal prevents oil leakage from the compartment passing rearwards
between the HP and LP shafts.
No 3 bearing is hydraulically damped. The oil flow to the No. 3 bearing damper is
maintained at the full oil feed pressure whilst the rest of the flow passes through a
restrictor to drop the pressure. This allows larger jet diameters to facilitate flow tol-
erance control.
The outer race is supported by a series of eighteen spring rods which allow some
slight radial movement of the bearing.
The bearing is centralised by the rods and any radial movement is dampened by
oil pressure fed to an annulus around the bearing outer race.
The gearbox drive gear is splined onto the HP shaft and retained by No 3 bearing
nut.

72-00-12
Figure 7: Front Bearing Compartment

72-00-13
NO 4 Bearing Compartment
The No 4 bearing compartment is situated in an inherently hostile, high tempera-
ture and pressure environment at the centre of the combustion section.
The bearing compartment is shielded from radiated heat by a heat shield and an
insulating supply of relatively cool air.
This supply of cooled 12th stage air (called "buffer air") is admitted to the space
between the chamber and first heat shield. The 12th stage air is cooled by fan air
via the buffer air cooler, located on the rear left hand side of the engine.
The buffer air is exhausted from the cooling spaces close to the upstream side of
the carbon seals, creating an area of cooler air from which the seal leakage is ob-
tained.
This results in an acceptable temperature of the air leaking into the bearing com-
partment.
Buffer air flow rates are controlled by restrictors at the outlet from the cooling pas-
sages.
The bearing compartment internal pressure level is determined by the area
of the variable scavenge valve. (called No 4 bearing scavenge valve and de-
scribed in the oil system). This valve acts as a variable restrictor in the com-
partment vent / scavenge line.
A drain hole is provided to indicate a possible leckage at the No 4 bearing
compartment. It is located in the exhaust at 5 o clock position (aft looking for-
ward)
12th stage air cooler (BUFFER AIR)
The No. 4 bearing compartment air cooler is installed on the turbine casing.
The exchanger is held by its coolant air duct flanges.

72-00-14
Figure 8: No.4 Bearing Compartment
DIFFUSER CASE REAR

INNER FLANGE
BEARING SUPPORT
FRONT WALL ASSEMBLY
HEATSHIELD COOLING DUCT
REAR WALL
12 TH STAGE
P COMPRESSOR
AIR
REAR SEAL
FRONT SEAL
FRONT SEAL SEAT No. 4 BEARING
RING LOCK AND NUT
REAR SEAL SEAT

72-00-15
Rear Bearing Compartment Figure 9: Bearing No.5 Compartment

The rear bearing compartment is located at the center of the LP turbine module
(module 50) and houses No 5 bearing which supports the LP turbine rotor.
The compartment is sealed at the front end by an 8th stage air supported carbon
seal.
At the rear is a simple cover plate, with an 0- ring and a thermally insulated heat
shield, both secured by the same twelve bolts. Inside the LP shaft there is a small
disc type plug with an 0-ring seal, secured by a spring clip.
There are no air or oil flows down the LP shaft.
Separate venting is not necessary for this compartment because with only one
carbon seal the airflow induced by the scavenge pump gives the required pressure
drop across the seal.
The compartment is covered by an insulating heat shield.

72-00-16
Figure 10: Rear Bearing Compartment
TEC
STAGE 8 AIR
REAR THERMAL BLANKET
COMPARTMENT COVER
BLIND CAP
LPT SHAFT BLIND CAP PACKING

72-00-17
Engine Modules High Pressure Compressor

Modular construction has the following advantages: The HP compressor is a ten stage, axial flow module. It is comprised of the drum
Lower overall maintenance costs rotor assembly, the front casing which houses the variable stator vanes and the
rear casing which contains the fixed stators and forms the bleed manifolds.
Maximum life achieved from each module
Reduced turn-around time for engine repair Diffuser / Combustor Module
Reduced spare engine holdings The combustion section consists primarily of the diffuser case, annular two piece
Ease of transportation and storage combustor, with 20 fuel injector and 2 ignitors. The high compressor exit guide
Rapid module change with minimum ground running vanes and the No. 4 bearing compartment are also part of the module.
Easy hot section inspection The main features of the module include a close-coupled prediffuser and combus-
Vertical/horizontal build strip tor that provide low velocity shroud air to feed the combustor liners and to mini-
Split engine transportation mize performance losses.
Compressors/turbines independently balanced High Pressure Turbine
The engine modules are: The high pressure turbine is a two stage turbine and drives the HP compressor
31 the fan module, and the accessory gearbox. Active clearance control is used to control seal clear-
32 the intermediate case module, ances and to provide structural cooling.
40 / 41 the high pressure compressor, & diffuser/combustor module,
45 the high pressure turbine,
Low Pressure Turbine
50 the LP turbine The low pressure turbine is a five stage module. Active clearance control is used
to control seal clearances and to provide structural cooling.
60 the accessory drive gearbox.
The module numbers refer to the ATA chapter reference for that module. Accessory Drive Gearbox
The accessory drive gearbox provides shaft horse power to drive engine and air-
craft accessories. These include fuel, oil and hydraulic pressure pumps and elec-
Fan Module trical power generators for the EEC and for the aircraft. The gearbox also includes
It consists of a single stage, wide-chord, shroudless fan and hub. provision for a starter which is used to drive the N2 shaft for engine starting.
Intercase Module
It consists of the fan containment case, fan exit guide vanes (EGV), intermediate
case, booster, low spool stubshaft, the accessory gearbox towershaft drive as-
sembly, high spool stubshaft and the station 2.5 bleed valve (BSBV). The booster
consists of inlet stators, rotor assembly, and outlet stators. The No. 1, 2 and 3
(front) bearing compartment is built into the module and contains the support bear-
ings for the low spool and high spool stubshafts.

72-00-18
Figure 11: Engine Modules

72-00-19
Module 31 (Fan Module) In order to minimize the leakage of air between the fillers and the aerofoils, there
is a rubber seal bonded to each side of each filler.
Module 31 is the complete Fan assembly and comprises:
22 wide-cord, titanium shroudless hollow fan blades Fan Disc
22 annulus fillers The fan disk is driven through a curvic coupling which attaches it to the LP stub
the titanium fan disc shaft. The curvic coupling radially locates and drives the fan disk.
the front and rear blade retaining rings During manufacture of the fan disk, it is dynamically balanced by removal of metal
The blades are retained in the disc radially by the dovetail root. from a land on the disk.
Axial retention is provided by the front and rear blade retaining rings.
Blade removal / replacement is achieved by removing the front blade retaining ring
and sliding the blade along the dovetail slot in the disc.
The fan inner annulus is formed by 22 annulus fillers.
Nose Cone
The class-fibre cone smoothes the airflow into the fan. It is secured to the front
blade retaining ring by 18 bolts.
The nose cone is balanced during manufacture by applying weights to its inside
surface. The nose cone is unheated. Ice protection is provided by a soft rubber
cone tip.
The nose cone retaining bolt flange is faired by a titanium fairing which is secured
by 6 bolts.
Be careful when removing the nose cone retaining bolts.
Balance weights may be fitted to some of the bolts. The position of the
weights must be marked before removal to ensure they are refitted in the
same position.
Annulus Fillers
The blades do not have integral platforms to form the gas-path inner annulus
boundary. This function is fulfilled by annulus fillers which are located between
neighbouring pairs of blades. The material of the fillers is aluminium.
Each annulus filler has a hooked trunnion at the rear and a dowel pin and a pin at
the front. The rear trunnion is inserted in a hole in the rear blade retaining ring.
The front pins are inserted in holes in the front blade retaining ring.
The fillers are radially located by the front and rear blade retaining rings. Each filler
is secured to the front blade retaining ring by a bolt.

72-00-20
Figure 12: LP Compressor (Fan)

72-00-21
Inlet Cone
The Glass-fibre cone smoothes the airflow into the fan. It is secured to the front
blade-retaining ring by 24 bolts. A Fairing is attached to the front blade-retaining
ring by 6 bolts.
Balance weights must not be placed at these 6 bolt locations on the fairing.
The Nose Cone is balanced during manufacture by applying weights to its
inside surface.
The nose cone is un-heated. A soft rubber cone tip provides ice protection. As ice
builds up on the tip, it becomes un-balanced and flexes. This causes the ice to be
dislodged from the rubber tip and is then ingested by the fan before it has built up
to a significant mass. The Nose Cone retaining bolt flange is faired by a titanium
fairing which is secured by six bolts.
The arrangement is shown below.
Take care when removing the Nose Cone retaining bolts. Balance weights
may be fitted to some of the bolts. The position of these bolts with their re-
spective weights must be marked before removal, so as to ensure they are
refitted to the same position.A special tool is used to remove the Inlet Cone
to prevent it from damage as shown below.

72-00-22
Figure 13: Inlet Cone Removal
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72-00-23
Front Blade Retaining Ring

The Assembly is shown below.
The Front Blade Retaining Ring is secured to the Fan Disk by a ring of 36 bolts. A
second (outer ring) passes through the retaining ring and permits the individual se-
curing of the Annulus Fillers by 22 bolts.
Both these sets of bolts must be removed before attempting to remove the Front
Blade Retaining Ring.
After the removal of the 22 annulus filler securing bolts and all 36 retaining ring
bolts, it is possible to remove the front blade retaining ring by the use of 6 pusher
bolts being inserted into 6 threaded holes designed specifically for this purpose.
The fan blades and annulus filler positions are not identified. For this reason
it is important to identify and make a note of the original blade and annulus
filler positions prior to their removal.
When the Nose Cone is fitted, it is possible to identify the positions of blades num-
bers 1,2 and 3 by noting that the front blade retaining ring has etched on its outer
edge these blade number positions. These numbers are marked in a counter-
clockwise direction when viewing the engine from the front.
Having established the original positions of the blades it is important to number the
blades and their corresponding annulus filler by using an approved marker pen

72-00-24
Figure 14: Front Blade Retaining Ring

72-00-25
Fan Blade Removal / Installation The moment weight of the fan blade is written on the root surface
Removal
The Nose cone is secured to the front blade retaining ring by 18 bolts. Figure 15: Fan Blade Profile
Be careful when removing the nose cone retaining bolts.
Balance weights may be fitted to some of the bolts. The position of these weights
must be marked before removal to ensure they are refitted to the same position.
The blade retaining ring is secured to the fan disc by a ring of 36 bolts. A second
(outer) ring of bolts passes through the retaining ring and screws into each of the
22 annulus fillers. Both rings of bolts must be removed before attempting to re-
move the front retaining ring. HONEYCOMB CORE
After all the securing bolts (22 + 36) have been removed the retaining ring can be
removed by srewing pusher bolts into the 6 threaded holes provided for this pur- CONVEX CONCAVE SKIN
SKIN
pose.
Balance weights, if required are located on the retaining ring.
The fan blades and annulus filler positions are not identified. For this reason it is
important to identify the blade and annulus filler position, relative to the numbered
slots in the fan disc, before disassembly.
Remove the annulus fillers on either side of the blade to be removed.
The annulus fillers can be removed as follows:
lift the front end of the annulus filler 3 to 4 inches.
twist the annulus filler through about 60 deg counter - clockwise
draw the annulus filler forward to clear the blades
The blade to be removed can then be pulled forward to clear the dovetail slot in
the fan disc.
Installation
After the new blade and the annulus fillers are fitted, The front blade retaining ring
can be fitted.
The front blade retaining ring can only be fitted in one position which is determined
by tree off - set locating dowells on the fan disc.
When the retaining ring is fitted to the fan disc the lettet T, etched on the retaining
ring, identifies No 1 fan blade position.
Fan blade Inspection / repair are described in the AMM 72-31-11 Page block
800.

72-00-26
Figure 16: Fan Blade Removal / Installation

72-00-27
Annulus Fillers Make sure the plastic strip has a smooth surface and edges. If you use a
strip with a rough edge surface or edges, damage to the seal can occur.
After removal of the Front Blade retaining ring the Annulus Fillers can be removed Make sure that you do not break the plastic strip and leave pieces of it in the Fan.
as follows: Pieces of plastic can damage the rubber.
lift the front end of the Annulus Filler 3 to 4 inches
twist the Annulus Filler through about 60 degrees counter-clockwise
draw the Annulus Filler forward to clear the blades
Remove the annulus fillers on either side of the blade to be removed. The blade
to be removed can than be pulled forward to clear the dovetail slot in the fan disc.
Examine the outer surface of the Annulus Filler for cracks, nicks, dents and
scores.
Limits in the AMM can be applied to assess the damage for accept or reject.
If the surface coating of the annulus filler is damaged to the point of requiring a
repair the AMM has a procedure that allows this to be done.
AMM ref 72-31-11-300-010 gives comprehensive instructions as to the correct
procedure for repair
When re-fitting the Annulus Fillers, it is extremely important that correct
location of the Annulus Fillers into the Rear Retaining Ring is achieved.
If the Annulus Filler is not correctly installed, it is possible that when the
Front Retaining Ring is subsequently torque tightened in place onto the Fan Disk,
it may result in the deformation and displacement of the Rear Retaining Ring.
This could cause it to come into contact with the inlet housing of LP Compressor
Module
Reposition of the Annulus Filler Seals

During the installation of the Annulus Filler it is possible to cause the sealing strips
to be incorrectly seated.
If this were to be left uncorrected, it is possible that the Fan Blade would be dis-
placed slightly prevented from its normal radial operating position.
This in turn would cause the Fan Module to become un-balanced and vibration
levels for the engine could be exceeded.
The task referenced above documents the procedure to eliminate this.
The task requires a stiff plastic strip to be used to reposition the seals if they
rolled as shown in the diagram below.

72-00-28
Figure 17: Annulus Filler

72-00-29
72-31-11 Fan Blade Repair 2. Wash the repaired area with a cloth soacked in the solution.
3. Use a cloth soaked in clean cold water until the area is fully cleaned.
Fan Blade Inspection / Repair 4. If necessary repeat steps (2) and (3).
Before any repair is carried out, reference must be made to the AMM Chapter 72- 5. Wipe the area with a clean dry cloth.
31-11 Page Block 800.
B. Do a Local Penetrant Crack Test on the Damaged Blades
Repair Damage on the Low Pressure Compressor (LPC) Fan Blades by Local Ma-
1. Use fluorescent penetrant and do a penetrant inspection of the damaged area
terial Removal
(Ref. SPM 702305).
C. Examine the Blade Airfoil

YOU MUST USE SILICON CARBIDE TYPE ABRASIVE WHEELS, STONES 1. Examine the blade airfoil for crack indications. Use X10 binocular under ultra
AND PAPERS TO DRESS, BLEND AND POLISH THIS COMPONENT. violet light.
IF THE MATERIAL SHOWS A CHANGE IN COLOR, TO DARKER THAN A If a blade is cracked, reject it.
LIGHT STRAW COLOR, THE COMPONENT IS TO BE REJECTED. 2. Examine the blade for damage (Ref. TASK 72-31-11-200-010).
DO NOT USE FORCE WITH MECHANICAL CUTTERS, OR THE MATERIAL If a blade is damaged, do step (4.D.) that follows.
WILL BECOME TOO HOT.
LP COMPRESSOR FAN BLADES MUST BE REPAIRED AS SOON AS DAM-
D. Remove Local Damage on the Leading Edge
AGE OR WEAR IS MONITORED, TO GET BACK LP COMPRESSOR EFFI- (Ref. Fig. 804 / TASK 72-31-11-991-174)
CIENCY AND EXTEND THE ROTOR BLADE LIFE. 1. Remove damage on the leading edge by removal of minimum material.
THE MAXIMUM NUMBER OF DRESSED BLADES FOR A GIVEN THE LP Continue to remove damage until all the damage is removed. Use portable
COMPRESSOR FAN BLADES SET IS THE EQUIVALENT OF THREE grinding equipment.
BLADES DRESSED TO THE MAXIMUM LIMIT. ALL THE REMAINING If damage is shown in Zone AD, you must blend the damage parallel with
BLADES MUST NOT BE DRESSED. the blade leading edge, to remove any material above the repaired area.
THE MAXIMUN NUMBER OF DRESSED BLADES MUST BE OBEYED, TO
If you blend in Zone AD, you can only have one scallop in Zone AC, Zone
PREVENT A RISK OF ENGINE VIBRATION.
AA and Zone AB, can each have a scallop, independently of the repair of
Zones AD and AC.
Procedure
1. Remove damage as necessary on the airfoil surface by the removal of mini-
mum material. Continue to remove damage until all the damage is removed.
The maximum depth to remove the damage must not be more than 0.015 in.
(0.38 mm). The diameter of the repaired area is to be 50 times the depth.
This repair lets you scallop the leading edge, remove damage from the airfoil sur-
face and if damage is found in Zone AD, then you must blend parallel with the 2. Make smooth the repaired areas. Make sure all the damaged marks are com-
leading edge, to remove any material above the repaired area by material remov- pletely removed and the surface finish is made the same as the adjacent ma-
al. terial. Use waterproof abrasive paper, waterproof abrasive paper and / or
waterproof abrasive paper.
A. Chemically Clean the Blades Polish the repaired areas, to remove scratches and make the surface finish the
1. Use alkali cleaner, alkani cleaner (Material No. V01-339) or alkani cleaner and same as the adjacent material. Use waterproof abrasive paper, waterproof
prepare the solution (Ref. AMM TASK 70-11-50-100-010). abrasive paper (and / or waterproof abrasive paper.

72-00-30
Figure 18: Fan Blade Repair Limits

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72-00-31
Figure 19: Fan Blade Repair Limits

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72-00-32
E. Examine the LP Compressor Fan Blades Figure 20: LP Compressor Fan Blade
1. Visually examine and measure the dimensions of the scallop on the leading
edge and the airfoil surface. Make sure the maximum depth of the repair on the
airfoil surfaces is not more than 0.015 in. (0.38 mm). Discard the blades, if they
are not in the limits specified. Use workshop inspection equipment.
F. Do a Local Penetrant Crack Test on the Damaged Blades

1. Use fluorescent penetrant and do a penetrant inspection of the damaged area
(Ref. SPM 702305). "%&/2%
G. Identify the Repair

1. A log book entry is necessary when you have completed this repair.
Write VRS1506 in the engine log book.
2. At the next shop visit make a mark VRS1506 adjacent to the part number. Use
vibro-engraving equipment.
Blades repaired to this scheme, must be swab etched and inspected as
specified in the (Ref. EM 72-31-11-300-025) (VRS1026) and glass bead
peened at the next shop visit, to the instructions specified in the (Ref. EM
72-31-11- 300-016) (VRS1724).
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490)#!,%8!-0,%/&$!-!'%"%&/2%!.$!&4%23#!,,/0).'

72-00-33
Figure 21: Fan Blade leading and trailing edge limits

TRAILING EDGE
AREA F
LEADING EDGE
0.75in.
(19.05mm)
Bt
2.00in.
(50.80mm)
Ct
At
11.500in.
(292.10mm)
ANNULUS
LINE 1.50in.
(38.10mm)
Br
Ar 3.00in.
(76.20mm)
3.00in. Cr
(76.20mm)
MAXIMUM SERVICEABLE LIMITS FOR SURFACE DAMAGE DEPTH

ON CONVEX AND CONCAVE SURFACES.
Ar 0.008in. (0.20mm) At 0.025in. (0.63mm)

Br 0.008in. (0.20mm) Bt 0.025in. (0.63mm)
F 0.008in. (0.20mm) Ct 0.008in. (0.20mm)

72-00-34
Repair of the Fan Disk Rear Ramp

During the removal operation of a fan blade, it is possible to dislodge the rear ramp
from its location in the dove-tail slot in the fan disk.
Great care must be taken to inspect the fan disk and the security of the rear ramps,
as they play an important role in providing a firm fixing and support for the individ-
ual fan blades.
Should it be discovered that a rear ramp has become separated from the disk it
must be refitted/replaced and a full description of the task can be found in the
AMM task reference 72-31-12-300-010. This is summarised as follows:
Remove the stage 1 fan blade from the stage 1 fan disk assembly
Clean the disk and rear ramp bonding surfaces:
Hand abrade the disk and rear ramp bonding area, using a scotch brite pad
(material No. V05-126) or garnet paper (Material No. V05-017)
Swab degrease the disk and rear ramp bonding areas, using a clean lint-free
cloth made moist with methyl ethyl keytone (material No. V01-076)
Mating surfaces of the component must be scrupulously clean and contact
surfaces must not be touched by hand or otherwise contaminated. Bonding
must be carried out immediately following surface preparation
Bond the rear ramp to the disk:
Apply masking tape to the rear ramp. Using masking tape (Material No. V02-
019) Note! The masking tape is used in order to allow the engineer to hold and
place the rear ramp accurately in the dovetail slot. See diagram on next page.
Apply the adhesive to the disk and rear ramp bond areas. Use toughened
acrylic adhesive with initiator (Material No. V08-114) Use a small spatula or
trowel to apply the adhesive. Note The four pips on the rear ramp, are to en-
sure adequate thickness of adhesive is maintained between the mating surfac-
es. See diagram on next page.
Fix the rear ramp to the fan disk and remove the masking tape from the rear
ramp.
Use finger pressure to hold the rear ramp in position for three minutes.
Cure the adhesive for one hour at room temperature between 21 deg. C. and
25 deg. C.
Visually and dimensionally examine the bonded rear ramp.
Install the stage 1 fan blade to the fan disk assembly.

72-00-35
Figure 22: Fan Disk Rear Ramp
REAR FACE OF REAR RAMP
REAR FACE OF DISK
DIRECTION OF INSERTION 0.020 (0,50)

FOR REAR RAMP 0.000 (0,00)
DISK
REAR RAMP
B B
SECTION
A-A MASKING TAPE
AB
FLAT BOTTOM
PORTION
GLUE LINE THICKNESS TO BE
CONTROLLED BY FOUR PIPS ON
( 0.006 0,15
0.004(0,10))
REAR RAMP FOUR PIPS
VIEW ON
SECTION D
C-C BOND REAR RAMP WHERE MARKED
ALL DIMENSIONS ARE IN IN. (MM)

72-00-36
TAP Transient Acoustic Propagation Test Figure 23: TAP Test

E.g. after ingestion of birds, foreign objects or slush a TAP test of the LP Compres-
sor fan blades needs to be carried out within a specific timeframe.
Do a transient acoustic propagation test (Ref. AMM TASK 72-00-00-200-011)

within 10 flight hours/5 flight cycles, whichever is sooner.
Do an Inspection of the Fan Blades

1. Apply a small quantity (approximately pea sized) of ultrasonic couplant (Mate-
rial No. V06-148) to the lower convex airfoil adjacent to the annulus filler line.
2. Attach the probe to the fan blade.
3. Press the ON switch.
ACOUSTIC
EMISSION PROBE
ANNULUS FILLER LINE

DO NOT HOLD THE FAN BLADE WHEN YOU READ THE VALUE. YOUR
HAND WILL ABSORB SOME OF THE SOUND PULSE WHICH CAUSES A
FASTER DECAY RATE. ACOUSTIC EMISSION PROBE
MAKE SURE THAT NO LEADING EDGE AND/OR TRAILING EDGE PRO-
TECTION IS INSTALLED WHEN YOU READ THE VALUE. THE PROTEC-
TION WILL ABSORB SOME OF THE SOUND PULSE WHICH CAUSES A
FASTENER DECAY RATE.
4. Press the EXE switch.
a) Press the EXE switch. The display will show the value or message in ap-
proximately four seconds. EXEC
If the display shows the message COUPLING FAILURE, apply more MENU
ultrasonic couplant (Material No. V06-148) and do the inspection again. ON
OFF
5. If the TAP-test display value is more than 800 dB/sec., reject the fan blade.
6. If TAP-test display value is more than 700 dB/sec. but less than 800 dB/sec.,
the fan blades can stay in use for further five flight cycles. Reject the fan blades
after five flight cycles.

72-00-37
Fan Trim Balance Fan Trim Balance with the EVMU (One Shot Method)
This procedure can be used for consecutive fan trim balances if necessary. If con-
There are two methods available to balance the fan, the one shot and trial secutive fan trim balances with this method do not give significant results, carryout
weight the method. Both use data gained from the Engine Vibration Monitoring a fan trim balance with the Trial Weight method.
System (EVMS).
This information is contained in the EVMU and by accessing the EVMU Engine
The one shot method allows balancing of the fan with fewer engine ground runs Unbalance menu, it is possible to establish the necessary adjustments required to
required and has proved itself effective in service use. eliminate out of balance situations.
If necessary a Vibration survey (Test No 8) may be performed to obtain the vibra- Note:
tion characteristics of the engine.
Prior to carrying out any adjustments, the engineer must first confirm the accuracy
Note: of the current status regarding the configuration of weights (position and part
If vibration exceeds limits during the survey ground run, slowly bring engine number) that are already installed and recorded in the system.
speed to idle and shutdown.
To accomplish this it is necessary to physically verify the position and part number
Angles are counter clockwise viewed from the front of the engine. of the balance weights already installed onto the front blade-retaining ring.
Data: (speed, amplitude and phase angle) may be collected on ground or during
cruise flight, collection in flight is either automatic or for selected speeds and on Figure 24: Moment Weights
the ground may be manually selected.
Best results are obtained from data in the 80-90% N1 speed range with 85% N1
14 LOCATING HOLE
being the best single speed point, for ground running an average of correction. (22 OFF)
PUSHER BOLT
One Shot Method
11 BOLT 2 LOCATING PIN
The following procedure may be used to trim balance an engine fan whilst mount- (22 OFF) (22 OFF)
ed on the aircraft wing. The data collection will be via the aircraft EVMU system.
Data may be collected during a ground run or in cruise flight. 3 SHOULDER
HEADLESS PIN
Definitions (3 OFF)
Speed (N1) expressed as a percentage 100% = 5650 rpm. Note! (1% N1 = 13 THREADED
56.5 rpm) HOLE (6 OFF)
10 BOLT (36 OFF)

Amplitude (U) indicated vibration levels expressed in Mils (P-P) from the EVMU 12 LOCATING
system. HOLE (3 OFF)
4 FAN DISK
Phase Angle (A) indicated angle in degrees from the EVMU system.
Phase Lag (B) dynamic phase lag of the LP system between phase angle and PULLER BOLT
true position of unbalance. 9 BALANCE WEIGHT 5 BOLT
Mass Coefficient (K) value by which the amplitude must be multiplied to give cor-
rection mass required or a given speed
8 NUT 6 FRONT BLADE
RETAINING RING
7 BALANCE WEIGHT

72-00-38
Figure 25: Moment Weights

72-00-39
Figure 26: Trim Balance CFDS Procedure
CFDS SYSTEM REPORT / TEST EVMU

ENG ENG1 TRIM BALANCE
<LAST LEG REPORT <EIU 1 EIU 2> METHOD SELECTION
<LAST LEG REPORT <FADEC 1A FADEC 1B> <ONE SHOT TRIM BALANCE
<PREVIOUS LEG REPORTS <FADEC 2A FADEC 2B> <TRIAL WEIGHT TRIM BAL
<AVIONICS STATUS <EVMU
<SYSTEM REPORT TEST
POST FLIGHT REP PRINT> <RETURN <RETURN PRINT*
SYSTEM REPORT / TEST EVMU EVMU

ENGINE UNBALANCE ENG1 CURRENT VIB DATA
<AIR COND F/CTL>
<AFS FUEL> <ENG 1 FLIGHT DATA ENG 2> <FLIGHT DATA

<COM ICE & RAIN> <ENG 1 LOAD ENG 2> <GROUND DATA
<ELEC INST> <ENG 1 GROUND ACQN ENG 2> <MANUAL INPUT
<FIRE PROT L/G> <ENG 1 TRIM ENG 2>
<RETURN NAV> <RETURN PRINT* <RETURN PRINT*
SYSTEM REPORT / TEST EVMU EVMU

ENG1 FLIGHT DATA
<PNEU ENG> <ACC RECONFIGURATION N1 ACCLRM A 160408
<APU TOILETS> RPM MIL DEG D/M
<ENGINE UNBALANCE
3041 0.2 +0 03/01
<FREQUENCY ANALYSIS NO ACQUISITION
4199 0.5 +230 03/01
4524 0.5 +236 03/01
5088 0.6 +189 03/01
CONT>
<RETURN <RETURN PRINT* <RETURN PRINT*

72-00-40
Figure 27:
EVMU EVMU EVMU

ENG1 ONE SHOT TRIM BAL ENG1 INST CURRENT WGHTS ENG1 INST CURRENT WGHTS
INFLUENCE COEFF SELECT 36 BOLT FLANGE
<FLIGHT V2500-A1 <33 / 5AXXXX 34 / 5AXXXX>
<FLIGHT V2500-A5 <35 / N-A 36 / 5AXXXX> <36 BOLT FLANGE
<FLIGHT SPECIFIC <24 BOLT FLANGE
CONT> BALANCE SOLUTION CONT>

<RETURN PRINT* <RETURN PRINT* <RETURN PRINT*
EVMU EVMU EVMU

ENG1 INST CURRENT WGHTS ENG1 INST CURRENT WGHTS ENG1 WEIGHTS TO CHANGE
SOL XX XXQZIN / XXXDEG
36 BOLT FLANGE 24 BOLT
01 / 5A0103 02 / 5A0127
<36 BOLT FLANGE <36 BOLT FLANGE
03 / REMOVE 03 / 5A0127
<24 BOLT FLANGE <24 BOLT FLANGE 04 / 5A0127 10 / 5A0107
BALANCE SOLUTION CONT> BALANCE SOLUTION CONT> CONFIG UPDATE>

<RETURN PRINT* <RETURN PRINT* <RETURN PRINT*
If RETURN is pressed, this will quit the menu

without storing the new bolt configuration.
EVMU EVMU
ENG1 INST CURRENT WGHTS ENG1 INST CURRENT WGHTS
36 BOLT FLANGE 24 BOLT FLANGE
If CONFIG UPDATE is pressed, the EVMU
<01 / 5AXXXX 02 / 5AXXXX> <19 / 5AXXXX 20 / 5AXXXX> automatically updates the current weights
<03 / N-A 04 / 5AXXXX> <21 / N-A 22 / 5AXXXX> configuration, relying on the assumption that the
proposed weights have been installed.
<05 / 5AXXXX 06 / 5AXXXX> <23 / N-A 24 / 5AXXXX>
<07 / 5AXXXX 08 / 5AXXXX> CONT>
<RETURN PRINT* <RETURN PRINT*

72-00-41
Module 32 Intermediate Case

Fan Case
The fan case provides a titanium shroud around the fan rotor and forms the outer
annulus of the cold stream duct.
LP Compressor Outlet Guide Vanes

Aerodynamic control air flow within the cold air steam duct is achieved by 60
vanes manufactured in aluminium.
The vanes consist of 20 segments, each containing 3 vanes. Both sides of the
vanes are attached to the outer and inner platforms.
The outer platform is bolted to the fan case and the inner platform is pinned to the
outer shroud ring of the LP compressor stage 2.5 stator assembly.
Booster Stage Bleed Valve (BSBV)

The bleed valve mechanism is supported by the intermediate structure and the
outer ring of the stage 2.5 vanes.
Two actuating rods which are each motivated by actuators allow a axial motion to
the valve ring via 2 power arms.

72-00-42
Figure 28: Booster Stage Bleed Valve
AA
AA
MID ARM
OPEN
FAN FRAME
CLOSE
BLEED VALVE
BLEED VALVE
OPEN CLOSE
UPPER POWER ARM
ACTUATING ROD
LOWER POWER ARM

72-00-43
Figure 29: Fan Case Section
!"2!$!",%25""%2 &!.#!3% &2/.4&!)2).'

30,)44%2
&!)2).'
&!.%8)4
'5)$%6!.%
&%'6
,0#&2/.4#!3%
!!
6!.%
25""%2
&),,%2
).,%4'5)$%6!.%
)..%22).'
!!
,0345"3(!&4
#526)#4%%4(

72-00-44
Module 40 HP Compressor Figure 30: HP Compressor

The HP compressor has 10 stages. It utilises variable inlet guide vanes at the inlet
to stage 3 and variable stator vanes at stages 3, 4 and 5 The front casing, which
houses stages 3 to 6, is made in two halves which bolt together along horizontal
flanges.
It is bolted to the intermediate casing (module 32) at the front and to the outer cas-
ing at the rear.
The rear compressor casing has inner and outer casings as shown. Flanges on
the inner case form annular manifolds which provide 7 and 10 stage air offtakes.
On the V2500-A1 the Inlet Guide Vanes and stages 3, 4, 5 & 6 are variable.

72-00-45
Figure 31: HP Compressor

72-00-46
Combustion Section Figure 32: Combustor Cut

The combustion section includes the diffuser section, the combustion inner and
outer liners, and the No 4 bearing assembly.
Diffuser Casing
The diffuser section is a primary structural part of the combustion section.
The diffuser section has 20 mounting pads for the installation of the fuel spray noz-
zles. It also has two mounting pads for the two ignitor plugs.
Combustion Liner
The combustion liner is formed by the inner and outer liners.
The outer liner is located by five locating pins which pass through the diffuser cas-
ing.
The inner combustion liner is attached to the turbine nozzle guide vane assembly.
The inner and outer liners are manufactured from sheet metal with 100 separate
liner segments attached to the inner surface. The segments can be replaced inde-
pendently.

72-00-47
Figure 33: Combustion Section

72-00-48
Common Nozzle Assembly (CNA)

General
The mixed exhaust system collects two flows of air.
The first is the cold airflow, which is the fan bypass air.
The second is the hot airflow which comes from the engine core.
The mixed exhaust system is made up of the common nozzle exhaust collector
and the engine exhaust cone.
The common exhaust collector admits the hot and cold gas outflows. These
gas outflows then go out to the atmosphere through the common nozzle.
The nozzle forms a convergent duct which increases the speed of the mixed
gas to give forward thrust.
The engine exhaust cone forms the inner contour of the common nozzle ex-
haust collector. It is made of a welded inco 625 honeycomb perforated panel
for sound attenuation, an attachment ring and a closure panel.
Interface seals provide sealing between the exhaust collector, the thrust re-
verser and the pylon.
The cold airflow exhaust is part of the thrust reverser system described in 78-30-
00. When the thrust reverser operates, the cold and hot outflows divide, and go in
different directions.

72-00-49
Figure 34: Common Nozzle Assembly
! 500%23500/24
34254
#/--/../::,%
)..%2!..5,53 &!)2).'
!
/54%2$5#4
3)$%3500/24
34254
%8(!5340,5'
42!.3,!4).'#/7,
2%!23%!,
!44!#(-/5.4
"/,43
%8(!534#/,,%#4/2
-/5.4).' &,!.'%
,/7%23500/24
34254
#$5#4)..%2 3)$%3500/24
"!22%,2%!2 34254
3%!,

72-00-50
Angle and Main Gearbox

The cast aluminium 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 pneumatic start-
er motor to the engine.
The gearbox also provides a hand cranking for the HP rotor (N2) for maintenance
operations.
The gearbox is mounted by 4 flexible links to the bottom of the fan case.
main gearbox 3 links
angle gearbox 1 link
Features
Front Face
Individually replaceable drive units
Magnetic chip detectors
Main gearbox 2 magnetic chip detectors
Angle gearbox 1 magnetic chip detector
De-oiler
Pneumatic starter
Dedicated generator / alternator
Hydraulic pump
Oil Pressure pump
Rear Face
Fuel pumps (and Fuel Metering Unit FMU)
Oil scavenge pumps unit
Integrated Drive Generator System (I.D.G.)

72-00-51
Figure 35: Angle and Main Gearbox
-!).'%!2"/8
&2/.46)%7
-!.5!,$2)6%
$%/),%2
34!24%2$2)6%0!$
$%$)#!4%$
!,4%2.!4/23(!&4
(9$2!5,)#05-0$2)6%0!$
/),4!.+
).4%'2!4%$$2)6%'%.%2!4/2
3934%-)$'3 $2)6%0!$ /),02%3352%05-0
&5%,05-0$2)6%0!$
/),3#!6%.'%05-0
2%!26)%7
!.',%'%!2"/8

72-00-52
Drive Seal
The sealol seal
The picture below shows a typical SEALOL SEAL (carbon drive seal) installation
(Starter).
This type of seals are used on the drive pads on the gearbox.
consists of the following parts:
A mating ring (glazed face) with four lugs engaging the four corresponding
slots in the gearshaft ball bearing.
A cover, secured to the bearing housing with nuts, to ensure constant contact
between the glazed face and the static part of the seal.
The sealol seals are matched assemblies. If one of the components is damaged,
replace the complete seal!

72-00-53
Figure 36: Drive Seals

72-00-54
Borescoping
General
Hand Cranking
A access to crank the HP compressor manually is provided at the front face of the
gearbox between the Starter and the deticated alternator (PMA).

72-00-55
Figure 37: Manual Handcranking
3 STARTER IDLER GEAR
4 WASHER
(2 OFF)
5 NUT
(2 OFF)
2 ADAPTOR
1 EXTERNAL
GEARBOX
MODULE
1 PACKING
2 CRANK COVER
3 WASHER
4 NUT
5 STARTER IDLER GEAR
6 EXTERNAL GEARBOX MODULE

72-00-56
Borescope Inspection of the HP Comp. Figure 38: Borescope Inspection Equipment

Borescope ports are provided to give access for visual inspection of the compres- ,)'(43/52#%
,!-03%,%#4/2
sor and the turbine. For further information and limits refer to AMM 72-00-00.
Inspection/Check Procedure
Install the tool to turn the HP system. ,)'(4/54,%4
Prepare the borescope equipment for use as given in the makers instructions.
Carefully put the borescope probe into the access port of the stage of the com-
,!-0&!),52%
pressor you want to examine. ).$)#!4/2
2%0,!#%30!2%
Use an 8mm probe for ports X, A, B and a 5.5mm probe for ports C, D, E, F ,!-07(%.,)4
"%.$).'
& G and a flexible borescope for inspection of the heatshield assemblies. 3%#4)/.
Whilst turning the HP system, examine each blade in turn for:
Nicks & Tears "2)'(4.%33
#/.42/,
Cracks
0/7%237)4#(
Dents
Tip damage & discolouration
Blade numbers & dimensions are shown for each stage.
Examples of blade damage limits are in AMM 72-00-00

On completion of the inspection remove the borescope probe from the engine
and refit the access port covers as described on the next page.
Remove the tool used to turn the HP system & return the engine to normal.
!.',%+./"
&/22)'(4!.$,%&4
,)'(4'5)$%
#!",%
).3%24)/.45"%
7/2+).',%.'4(
INMM
/54%2$)!-%4%2
INMM
&/#53).'2).'
!.',%+./"
&/250!.$$/7.

72-00-57
Borescope Access Figure 39: Borescope Access Booster

Note 1:
IAE recommends that only the stage 3 & 12 HP compressor blades are examined
with the engine on-wing.
Note 2:
Access port D should not be used on engines that are pre SBE72-0033 as dam-
age can be caused to the borescope equipment.
Remove the required borescope access part covers X, A, B, C, D, E, F, G, by
removing the attaching bolts. The diagram below shows which stage are ac-
cessed through each port.
Remove the old jointing compound from around the access ports and access
port covers using a non-metallic scraper and a lint free cloth made moist with
cleaning fluid.
Prior to installation of the borescope access port covers it Is necessary to apply
jointing compound. The procedure to be taken is:
Access ports X, A, B & C
Apply a thin layer of jointing compound to the mating faces using a stiff bristle
brush. Do not apply within 0.12 to 0.16in (3 to 4mm) of access port.
Wait 10 minutes, install access port cover & attach with bolts. Torque load to
between 85 - 105 lbf in.
Re-torque again to same figures after 2 minutes then remove excess jointing
compound.
Access ports D, E, F & G.
Do not require jointing compound.

72-00-58
Figure 40: HP Compressor Borescope Access

72-00-59

72-00-60
A319/A320/A321 73-00
73 Engine Fuel and Control - V2500A

73-00-1
A319/A320/A321 73-00 Fuel System Presentation
73-00 Fuel System Presentation Controlling

The Fuel Authority Digital Electronic Control (FADEC) system provides full range
control of the engine to achieve steady state and transient performance when op-
General erated in combination with aircraft subsystems. The FADEC is a dual channel
EEC with crosstalk and failure detection capability. In case of specific failure de-
The fuel system enables delivery of a fuel flow corresponding to the power re- tection, the FADEC switches from one channel to the other.
quired and compatible with engine limits.
The FADEC System operates compatibly with applicable aircraft systems to per-
The system consists of: form the following:
the two stage fuel pump with low pressure & high pressure elements, Control of fuel flow, stator vanes and bleeds to automatically maintain forward
the engine fuel cooled oil cooler (FCOC), and reverse thrust settings and to provide satisfactory transient response.
the fuel filter Protect the powerplant from exceeding limits for N1, N2, maximum allowable
the fuel diverter and return to tank valve. thrust, and burner pressure.
the integrated drive generator (IDG) fuel cooled oil cooler (FCOC), Control of the HPT 10th stage cooling air, and low and high turbine active clear-
ance control systems.
the fuel metering unit (FMU),
Control of fuel, engine and IDG oil temperature.
the fuel distribution valve,
Control of the thrust reverser.
the fuel flow transmitter,
Automatic sequencing of start system components.
20 fuel nozzles,
Extensive diagnostic and maintenance capability.
Description and Operation
Distribution
The fuel supplied from aircraft tanks flows through a centrifugal pump (LP stage)
then through the Fuel Cooled Oil Cooler and then through a filter and a gear pump
(HP stage).
The fuel from the HP pump is delivered to the Fuel Metering Unit (FMU) which con-
trols the fuel flow supplied to the fuel nozzles (through the fuel flow meter and the
fuel distribution valve).
The FMU also provides hydraulic pressure to all hydraulic system external actua-
tors. These include the Booster Stage Bleed Valve actuators, Stator Vane Actua-
tor, ACOC air modulating valve and HPT/LPT Active Clearance Control valve. Low
pressure return fuel from the actuators is routed back into the fuel diverter valve.
The fuel diverter and return to tank valve enables the selection of four basic con-
figurations between which the flow paths of the fuel in the engine are varied to
maintain the critical IDG oil, engine oil and fuel temperatures within specified lim-
its. The transfer between configurations is determined by a software logic con-
tained in the EEC.

73-00-2
Figure 1: Fuel System Schematic

73-00-3
73-10 Fuel Distribution Components The FDV operates to change the direction of the fuel metering unit (FMU) spill flow
to:
Fuel Filter The fuel cooled oil cooler (FCOC) or,
the fuel filter (element) inlet or,
Description the fuel cooled IDG oil cooler (IDG FCOC).
The fuel filter element is a low pressure filter which removes all contamination from The FRV operates to control fuel flow which goes back to the aircraft fuel tank act-
fuel to go through it. ing as a fuel cooler.
The filter element is installed in the lower housing of a fuel cooled oil cooler
(FCOC). The FCOC includes the following components:
a) A filter cap which has a pressure plate to keep the filter element in position
once installed. The filter cap of the FCOC also includes a fuel drain plug to
drain the fuel for maintenance purposes.
b) A filter bypass valve to let the fuel go around the filter element when it be
comes clogged.
Fuel Filter Diff. Press. Switch

The fuel filter clog indication is provided on the lower ECAM display unit. When the
pressure loss in the fuel filter exceeds 5 plus or minus 2 psid, the pressure switch
is energized.
When the pressure loss in the filter decreases between 0 and -1.5 psid from the
filter clog energizing pressure, the pressure switch is de - energized which causes
the caution to go off.
The differential pressure switch signal is fed directly to the SDAC.
Fuel Temperature Thermocouple

(refer to 73-20 Heat Management System)
The measured temperature is transmitted to the EEC (Electronic Engine Control)
and used for the Heat Management System..
Fuel Diverter & Return Valve

General
The fuel diverter and return valve (FD & RV) is a primary unit in the heat manage-
ment system (HMS) of the engine. The FD & RV has two valves in one body. They
are a fuel diverter valve (FDV) and a fuel return valve (FRV).

73-00-4
Figure 2: Fuel Filter Diff. Press. Switch/FCOC Fuel Temp. Thermocouple

73-00-5
Fuel Distribution Valve Figure 3: FDV Location
General
The fuel distribution valve (FDV) subdivides scheduled engine fuel flow from the
fuel metering unit (FMU) equally to ten fuel manifolds, each of which in turn feeds
two nozzles.
Description
The fuel distribution valve is installed at the 4:00 oclock location, at the front
flange of the diffuser case.
The fuel distribution valve receives fuel through a fuel line from the fuel metering
unit. The fuel goes through a 200 micron strainer, and then into ten internal dis-
charge ports. The ten discharge ports are connected to the ten fuel manifolds.
Eight of the ten internal discharge ports in the valve are connected after an engine
shutdown.
Eight of the fuel manifolds are drained into the engine through the lowest fuel noz-
zle.
The two fuel manifolds which remain full help supply fuel for the next engine start.

73-00-6
Figure 4: Fuel Distribution Valve

73-00-7
Fuel Manifold and Tubes Figure 5: Fuel Nozzle
Description
The fuel manifold and fuel tubes consist of several single wall tubes which carry
fuel between components in the fuel system. Fuel supplied to the fuel nozzles is
carried by a large tube from the fuel metering unit to the fuel distribution valve. At
the fuel distribution valve the fuel supply is split and carried to twenty fuel nozzles
by ten manifolds.
Each fuel manifold feeds two fuel nozzles. Fuel pressure for actuating various
valves is supplied by small tubes from the fuel metering unit mounted on the fuel
pump.
All the brackets and tubings are fire proof.
Fuel Nozzle
General
The fuel nozzles receive fuel from the fuel manifolds. The fuel nozzles mix the fuel
with air, and send the mixture into the combustion chamber in a controlled pattern.
Description/Operation
There are 20 fuel nozzles equally spaced around the diffuser case assembly.
The fuel nozzles are installed through the wall of the case, and each nozzle is held
in position by three bolts.
The fuel nozzles carry the fuel through a single orifice. The fuel is vaporized by (%!43()%,$
high-velocity air as it enters the combustion chamber. The fuel nozzle forms the
atomized mixture of fuel and air into the correct pattern for satisfactory combus- !)2&,/7
tion. )..%2(%!43()%,$
The design of the fuel nozzle results in fast vaporization of the fuel through the full
range of operation. This results in decreased emissions, high combustion efficien- &5%,&,/7
cy, and good start quality.
The high-velocity flow of fuel prevents formation of coke on areas where fuel
touches metal. Heatshields installed also prevent formation of coke.
,!34#(!.#%&),4%2

73-00-8
Figure 6: Fuel Distribution Tubes

73-00-9
Fuel Pump
General
The LP / HP fuel pumps are housed in a single pump unit which is driven by a com-
mon gearbox output shaft. A low pressure (LP) stage and a high pressure (HP)
stage provide fuel at the flows and pressures required for operation of hydrome-
chanical components and for combustion in the burner.
The unit consists of a LP centrifugal boost stage which feeds an HP single stage,
two gear pump.
The housing has provision for mounting the fuel metering unit (FMU).
The LP stage receives fuel from aircraft tanks through the aircraft pumps.
The LP pump is designed to provide fuel to the HP gear stage with the aircraft
pumps inoperative. After passing through the LP boost stage, fuel proceeds
through the fuel filter to the HP gear stage. A coarse mesh strainer is provided at
the inlet to the HP gear stage. This stage is protected from overpressure by a relief
valve. Exceeding flow from the gearstage pump is recirculated through the FMU
bypass loop to the low pressure side of the pump.
Fuel Metering Unit

The FMU is the interface between the EEC and the fuel system.
It is located on the dual fuel pumps unit, on the rear of the main gearbox, and is
retained by four bolts as shown below.
All the fuel delivered by the HP fuel pumps - which is much more than the engine
requires - passes to the F.M.U. The FMU, under the control of the EEC meters the
fuel supply to the spray nozzles. It also supplies HP fuel for the operation (muscle)
of a number of actuators. Any fuel supplied by the HP pumps which is not needed
for these two uses is returned, from the FMU to the LP side of the fuel system.
In addition to the fuel metering function the FMU also houses the:
Overspeed Valve
Pressure Raising and Shut Off Valve
The overspeed valve under the control of the EEC, provides overspeed protection
for the LP (N1) and HP (N2) rotors.
The Pressure Raising and Shut Off Valve provides isolation of the fuel supplies at
engine stop.
There are no mechanical inputs to, or outputs from the FMU.

73-00-10
Figure 7: Fuel Metering Unit

73-00-11
Fuel Metering Unit Overspeed Valve

Fuel metering is achieved by the Fuel Metering Valve and the Pressure Drop Reg-
ulator and Spill Valve, which act together in the following sequence:
Operation
The overspeed valve is spring loaded to the closed position, it is opened by in-
Signals from the EEC cause the torque motor to change position, which directs
creasing fuel pressure during engine start and during normal engine operation is
fuel servo pressure to re-position the Fuel Metering Valve.
always fully open.
This changes the size of the metering orifice through which the fuel passes which
In the event of an overspeed (109,1% N1, 105,4% N2) the EEC sends asignal to
in turn changes the pressure drop across the metering valve.
the overspeed valve torque motor which changes position and directs H.P. fuel to
The change in the pressure drop is sensed by the Pressure Drop Regulator which the top of the overspeed valve - this fully closing the valve.
will re-position the spill valve and so increase/decrease the fuel flow through the
A small by - pass flow is arranged around the overspeed valve to prevent engine
fuel metering valve until the pressure drop is restored to its datum value.
flame out.
The increase/decrease in fuel flow causes the engine to accelerate/decelerate un-
The overspeed valve is hydraulically latched in the closed position, thus prevent-
til the actual EPR is that demanded by the EEC signal.
ing the engine from being reaccelerated The recommended procedure is for the
Movement of the Fuel Metering Valve is transmitted through a rack and pinion flight crew to shut down the engine.
mechanism to drive a dual output position resolver. The resolver output is fed back
To shut down the engine is the only way to release the hydraulic latching.
to the EEC.
Because the overspeed valve is spring loaded to the closed position, and
The EEC automatically corrects changes in fuel density. Bi-metallic washers locat-
opened by fuel pressure, the overspeed valve will close on every engine
ed in the pressure drop governor and spill valve assembly provide automatic com-
shut down.
pensation for changes in fuel temperature.
FAIL SAFE POSITION: " NORMAL FUEL METERING"
The three main functions of the FMU are:
metering the fuel supplies to the fuel spray nozzles. Pressure Raising and Shut off Valve
overspeed protection for both the LP (N1) and HP (N2) rotors. The PRSOV torque motor is commanded open by the EEC during AUTO starts.
isolation of fuel supplies for starting/ stopping the engine.
It is commanded open by the MASTER SWITCH in the cockpit during MANUAL
These three functions are carried out by three valves arranged in series, as starts. The PRSOV can be commanded closed by the EEC during AUTO start se-
shown: quences if the sequence has to be stopped for any reason.
the Fuel Metering Valve The EECs ability to close the shut off valve is inhibited above 43% N2.
the Overspeed Valve
Above 43% N2, and in flight, the PRSOV can only be closed by the master
the Pressure Raising and Shut Off Valve. switch in the cockpit.
The position of each valve is monitored and positional information is transmitted FAIL SAFE POSITION OF THE PRSOV: " LAST COMMANDED POSITION "
back to the EEC.
This ensures that the EEC always knows that the valves are in the commanded
position.
FAIL SAFE POSITION OF THE METERING VALVE TORQUE MOTOR:
" MINIMUM FUEL FLOW CONDITION "

73-00-12
Figure 8: Fuel Metering Unit Schematic

73-00-13
Figure 9: FMU - Engine Shut Down

73-00-14
Figure 10: FMU - Engine Running Figure 11: FMU - Engine Overspeed

73-00-15
The engine fuel supply system has two fuel shut off valves. control this 90 deg. movement and set the electrical circuit for the next operation.
one PRSOV in the FMU One of the two motors can open or close the valve if the other motor does not op-
One LP - fuel shut off valve on the front wing spar. erate.
The actuator drive shaft has a see/feel indicator where it goes through the actuator
Low Pressure Fuel Shut Off Valve body. The see/feel indicator gives an indication of the valve position without re-
moval of the fuel LP fuel valve.
The LP fuel - valve 12QM (13QM) is in the fuel supply line to its related engine.
The LP fuel - valve is usually open and in this configuration lets fuel through to its
related engine. When one of the LP fuel - valves is closed, the fuel is isolated from
that LP fuel valves related engine.
The LP fuel - valve is installed between the engine pylon and the front face of the
wing front spar (between RIB 8 and RIB 9).
Each LP valve has an actuator 9QG (10QG). The interface between the actuator
and the LP valve is a valve spindle. When the actuator is energized, it moves the
LP valve to the open or closed position. A V - band clamp 80QM(81QM) attaches
the actuator to the LP valve.
Each actuator has two motors, which get their power supply from different sourc-
es:
the 28VDC BATT BUS supplies the motor 1
the 28VDC BUS 2 supplies the motor 2.
If damage occurs to the electrical circuit, it is necessary to make sure that the
valve can still operate. Thus the electrical supply to each motor goes through a
different routing. The routing for motor 1 is along the front spar.
The routing for motor 2 is along the rear spar and then forward through the flap
track fairing at RIB 6.
The actuators send position data to the System Data - Aquisition C oncentrators
(SDAC1 and SDAC2). The SDACs process the data and send it to the ECAM
which shows the information on the FUEL page.
Component Description
The LP fuel - valve has:
a valve body
a ball valve
a valve spindle
a mounting flange.
The LP fuel - valve actuator has two electrical motors which drive the same differ-
ential - gear to turn the ball valve through 90 deg. The limit switches in the actuator

73-00-16
Figure 12: LP Fuel Shut-Off Valve

73-00-17
HP & LP Fuel SOV Control it connects a 28VDC supply to the " close " side of the LP fuel valve actua tor
the LP fuel - valve moves to the closed position.
The HP fuel shut off valve control is fully electrical.
The LP fuel - valve opens (closes) when the ENG MASTER switch is set to
It is performed from the engine panel in the cockpit as follows: ON (OFF). But the operation of the engine FIRE PUSH switch always over-
Opening of the HP fuel PRSOV: rides an ON selection and closes the valve.
it is controlled by the EEC: the EEC receives the commands from the MASTER It is also commanded open via the relay 11QG when the C / B of the HP Fuel
control switch and ignition selector switch. SOV is pulled, (Relay 11QG (12QG) deenergized).
Closure of the HP fuel PRSOV:
it is controlled directly from the MASTER control switch in OFF position
PRSOV Fuel Shut Off Control

The FADEC control system contains a fuel shut - off in the FMU, which acts
through a 2 position torque motor to close the pressurizing valve:
The fuel shut - off is direct-hardwired to the MASTER control switch.
This tourque motor operated PRSOV is powered by the 28VDC.
Loss of power supply does not lead to change the selected HP fuel shutoff
valve position.
The cockpit command " OFF " has priority over the EEC command.
LP Fuel Shutoff Valve Control

The LP fuel shut-off system has two independent electrical control circuits for each
LP fuel - valve. They connect through a control relay to these related switches:
the ENG MASTER switch
the FIRE PUSH switch.
When the No. 1 ENG MASTER switch is set to ON, it disconnects a 28VDC supply
from the relay 11QG (HP FUEL SOV SOL P / B SW). The relay 11QG de - ener-
gizes and connects a 28VDC supply (through the ENG 1 FIRE PUSH switch) to
the " open " side of the LP fuel - valve actuator.
The actuator then opens the LP fuel - valve.
When the No. 1 ENG MASTER switch is set to OFF, it connects a 28VDC supply
to the relay 11QG. The relay energizes and connects a 28VDC supply (through
the ENG 1 FIRE PUSH switch) to the " close " side LP fuel - valve actuator. The
actuator then closes the LP fuel - valve.
If the ENG 1 FIRE PUSH switch is operated:
it disconnects the 28VDC supply to the " open " side of the LP fuel - valve ac-
tuator

73-00-18
Figure 13: HP and LP Fuel Shutoff Valve (SOV)
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73-00-19
73-20 Heat Management System Fuel Temp. Thermocouple

The Fuel Temperature is measured by the thermocouple at the fuel exit of the
Presentation FCOC (Fuel Cooled Oil Cooler).
General The thermocouple is composed of stainless steel sheathed sensing portion, stain-
less steel installing flange with seal spigot and electrical connector.
Heating and cooling of fuel, engine oil and IDG oil is accomplished by the Fuel
Cooled Oil Cooler (FCOC), the Air Cooled Oil Cooler (ACOC) and the IDG cooler The control of fuel temperature is done by the fuel diverter valve which is installed
under the management of the EEC. upstream of the FCOC.
FUEL TEMPERATURE: IDG Oil Cooler Temp. Thermocouple
The fuel temperature is measured at the exit of the filter. IDG Fuel Cooled Oil Cooler oil temperature is measured at the IDG Oil Cooler Exit
OIL TEMPERATURTE: by a thermocouple.
The engine oil temperature is measured upstream of the ACOC. The termocouple gives an electrical output in relation to the temperature of the oil
The IDG oil temperature is measured at IDG oil cooler exit. in the fuel cooled IDG oil cooler.
The system is designed to provide adequate cooling, to maintain the critical oil and This temperature information is send to the EEC and is used for the heat manage-
fuel temperatures within specified limits, whilst minimising the requirement for fan ment system.
air offtake.
ACOC Oil Temp. Thermocouple
Three sources of cooling are available:
The oil temperature is measured at the ACOC inlet by a thermocouple. The ther-
the LP fuel passing to the engine fuel system
mocouple is composed of stainless steel sheathed sensing portion, stainless steel
the LP fuel which is returned to the aircraft fuel tanks installing flange with seal spigot and electrical connector.
fan air
The temperature is transmitted to the EEC (Electronic Engine Control). In re-
There are four basic configurations between which the flow paths of fuel in the en- sponse to the measured temperature, the EEC sends the signal to the modulating
gine L.P. fuel system are varied. Within each configuration the cooling capacity air valve.
may be varied by control valves which form the Fuel Diverter and Back to Tank
Valve. ACOC Modulating Air Valve
The transfer between modes of operation is determined by software logic con- The modulating air valve regulates air flow to the ACOC. Oil heated by the engine
tained in the EEC. The logic is generated around the limiting temperatures of the passes through the ACOC and then to the FCOC. The air valve is modulated by
fuel and oil within the system together with the signal from the aircraft which per- the EEC to maintain both oil and fuel temperatures within acceptable minimum
mits/inhibits fuel spill to aircraft tanks. and maximum limits. Minimum oil temperature limits are used such that the oil may
be used to prevent fuel icing with the use of FCOC. Maximum limits have been
Operation established to avoid breakdown of engine oil and to avoid excessively high fuel
The measured temperature is transmitted to the EEC (Electronic Engine Control). temperatures.
In response to the measured temperature, the EEC sends the signal to the fuel
diverter valve. The fuel diverter valve is used to reduce too high fuel temperature.
The excess of high pressure fuel flow from the FMU (Fuel Metering Unit) and re-
turn fuel from control actuator are plumbed to the diverter valve which normally
turns the flow to the FCOC exit.

73-00-20
Figure 14: HMS Main System Components

73-00-21
Fuel Diverter & Return Valve " FDV SOLENOID DE - ENERGIZED " (MODE 4 or 5)
General Return to Tank Modes

The FDRV configuration allows four modes of operation according to electrical sig-
nals from the EEC (based on fuel and oil temperature measurements transmitted HMS Mode 1 (Normal Mode)
by thermocouples). This is the normal mode and is shown below. In this mode all the heat from the
engine oil system and the IDG oil system is absorbed by the LP fuel flows. Some
Description of the fuel is returned to the aircraft tanks where the heat is absorbed or dissipated
The fuel diverter and return valve is installed on the FCOC. within the tank.
The FDV is a two - position selector valve which has two pistons in a sleeve. This mode is maintained if the following conditions are satisfied:
The two pistons are mechanically connected and make two valve areas which are Engine not at high power setting (Take Off and early part of climb (not below
referred to as valve A and valve B. The FRV has a main valve and a pushing piston 25,000ft).
in a sleeve. This main valve is a half - area piston - type valve which moves valve Cooling spill fuel temperature less than 100 deg C.
to change the metering port area. The main valve has two valve functions that are Fuel temperature at pump inlet less than 54 deg C.
referred to as valve C and valve D.
The EEC gives the electrical signal to the FDRV to change the position of the HMS Mode 4
valves. The FDRV gives a feedback signal to the EEC to transmit the position of Mode 4 is the mode adopted when the burned fuel flow is low.
valves in the unit. The fuel flow changes with the position of the valves.
For example;
Thus, the fuel flow can be controlled through the FDRV and the EEC.
Low engine speeds.
Fuel Return Valve High HP fuel pump inlet temperature.
The EEC operates the dual-wound torque motor to control the servo pressure. In this mode the fuel/oil heat exchanger is operating as a fuel cooler.
This servo fuel pushes the main valve. The excessive heat is passed to the engine oil, the ACOC extracts the heat from
the oil that has been heated up by the hot fuel.
The pressure balance between two sides of the main valve (Valves C and D) gives
the direction and the speed of the valve movement. The ACOC modulating valve is fully open.
Then the valve changes the direction of the fuel flow and controls the metering port
area.
FAIL SAFE POSITION:
" FRV CLOSED, NO RETURN TO TANK (MODE 3 or 5)
Fuel Diverter Valve

The EEC energizes the solenoid valve to open the servo fuel flow.
The switch assemblies transmit the EEC the valve position when the solenoid is
de - energized.
FAIL SAFE POSITION:

73-00-22
Figure 15: Return to Tank Mode 1 Figure 16: Return to Tank Mode 4

73-00-23
No Return to Tank Modes 3 and 5

HMS Mode 3
Mode 3 shown below is the mode that is adopted when the requirements for fuel
spill back to tank can no longer be satisfied i.e.
Engine at high power setting (below 25,000ft).
Spill fuel temperature above limits (100 deg C).
Tank fuel temperature above limits (54 deg C).
In this condition the burned fuel absorbs all the heat from the engine and I.D.G. oil
systems.
If however, the fuel flow is too low to provide adequate cooling the engine oil will
be pre-cooled in the air/oil heat exchanger, by a modulated air flow, before pass-
ing to the fuel/oil heat exchanger.
This is the preferred mode of operation, when return to tank is not allowed.
HMS Mode 5
Mode selected when system condition demand as in mode 3 but this is not permit-
ted because IDG oil temperature is excessive or return to tank is not permissible
due to the high return fuel temperature. The ACOC valve is fully open.
This mode is adopted if the conditions exist.
In case the oil temperature cannot be kept within the limits the FADEC sys-
tem will increase the engine speed (FAIL SAFE MODE OF OPERATION.
.

73-00-24
Figure 17: NO Return to Tank Mode 3 Figure 18: NO Return to Tank Mode 5

73-00-25
Air Modulating Valve

Purpose
To govern the flow of cooling (fan) air through the air/oil heat exchanger (ACOC),
as commanded by the Heat Management Control System (EEC)
Type
Plate type supported at either end by stubshafts.
operated by an Electro - Hydraulic Servo Valve mechanism.
Location
Bolted to the outlet face of the air/oil heat exchanger.
Features
fire seal forms an air tight seal between the unit outlet and the cowling orifices
controlled by either channel A or B of EEC
valve positioned by fuel servo pressure acting on a control piston
valve position feed back signal via LVDT to each channel of EEC
fuel servo pressure directed by the Electro - Hydraulic Servo Valve
assembly which incorporates a Torque motor
FAIL SAVE POSITION:
" AIR VALVE SPRING LOADED FULLY OPEN " (maximum cooling position)
In case of malfunction the warning
" ENG 1 (2) AIR EXCHANGER FAULT " is displayed on the ECAM E / WD.

73-00-26
Figure 19: Air Modulating Valve

73-00-27
IDG Fuel Cooled Oil Cooler

The IDG oil cooler is installed at the left hand side on the fan case, near the FCOC.
The IDG oil cooler has two sets of inlet and outlet ports. One set of ports is used
for the flow of the fuel to or from the fuel diverter and return valve. The other set
of ports is used for the flow of oil from and to the IDG.
The hot scavenge oil which has been used to lubricate and cool the IDG, flows
from the IDG to the oil cooler.
As the oil goes through the oil cooler, the heat in the oil is transmitted to the fuel.
The cooled oil then returns to the IDG.
Two drain plugs are also installed in the oil cooler, one for the fuel and one for the
oil.
FAIL SAVE POSITION:
" AIR VALVE SPRING LOADED FULLY OPEN " (maximum cooling position)
In case of malfunction the warning
" ENG 1 (2) AIR EXCHANGER FAULT " is displayed on the ECAM E/WD
IDG Oil Cooler Temp. Thermocouple

(refer to 73-20 Heat Management system)
This temperature information is send to the EEC and is used for the heat
management system.

73-00-28
Figure 20: IDG FCOC Oil Cooler

73-00-29
Indicating The associated caution message to come on the upper ECAM DU.
When the pressure loss in the filter decreases between 0 and -1.5 psid from the
General filter clog energizing pressure, the pressure switch is de-energized which causes
the caution to go off.
Indicating The differential pressure switch signal is fed directly to the SDAC through the
The engine fuel system is monitored from: hardware.
the ECAM display,
the warning and caution lights.
The indications cover all the main engine parameters through the FADEC.
The warning and cautions reflect:
the engine health and status through the FADEC,
the FADEC health & status,
the fuel filter condition through a dedicated hardwired pressure switch.
The fuel system is monitored by:
The fuel flow indication on the upper ECAM display unit permanently displayed
in green and under numerical form.
The fuel filter clogging caution (amber) on the lower ECAM display unit asso-
ciated with the MASTER CAUT light and the aural warning (singlechime).
Fuel Flow Indication, Fuel Used

The Fuel Flow Transmitter is installed near the FMU. The signals are routed to the
EEC and via the DMCs to the ECAM.
The Fuel Used-is calculated in the DMCs.
The fuel flow transmitter signal is fed to the FADEC which processes it and trans-
mits the information to the ECAM system for display.
Fuel Filter Clogging Indication

General
The fuel filter clog indication is provided on the lower ECAM display unit. When the
pressure loss in the fuel filter exceeds 5 plus or minus 2 psid, the pressure switch
is energized.
This causes:
Triggering of the MASTER CAUT light and single chime.
The engine page to come on the lower ECAM DU with the caution signal FUEL
CLOG.

73-00-30
Figure 21: Fuel System Indication
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73-00-31
FADEC Presentation In case of an overspeed, an incorporated valve reduces the fuel flow.
The fuel Pressure Raising Shut Off Valve is controlled by the EEC through the
FADEC = Full Authority Digital Engine Control FMU, but it is closed directly from the corresponding ENG MASTER lever when
set to OFF.
General
The functions of the FADEC are also reset when the ENG MASTER lever is
The Full Authority Digital Engine Control system consists of an Electronic Engine set to OFF.
Control plus a Fuel Metering Unit, sensors and peripheral components.
Compressor Airflow and Turbine Clearance Control
Electronic Engine Control
The EEC controls the compressor airflow and the turbine clearance through sep-
The EEC consists of two channels (A and B) with crosstalk. Each channel can arated sub systems.
control the various components of the engine systems.
It also monitors the engine oil cooling through an air/oil heat exchanger servo
They are permanently operational. one channel is in command while the other is valve.
in standby. In case of failure of the operational channel, the system automatically
switches to the other one. Compressor airflow control:
The channel selection strategy is based on channel health criteria. The com- Booster Stage Bleed Valves (BSBV).
mand channel alternates each engine start. Variable Stator Vanes (VSV).
7th and 10th stage handling bleed valves.
Interfaces Turbine clearance control:
The EEC receives air data parameters from the Air Data Inertional Reference Sys- HP and LP Turbine Active Clearance Control (ACC) valves.
tem (ADIRS), and operational commands from the Engine Interface Unit (EIU).
10th stage make-up air valve.
It also provides the data outputs nescessary for the Flight Management and Guid-
Engine oil cooling:
ance Computers (FMGCs), and the fault message to the EIU for aircraft mainte-
nance data system. Air Cooled Oil Cooler (ACOC)servo valve.
Each EEC channel directly receives the Thrust Lever Angle (TLA).
The EEC transmits the thrust parameters and TLA to the FMGCs for the autothrust
function.
Sensors
Various sensors are provided for engine control and monitoring.
Pressure sensors and thermocouples are provided at the aerodynamic stations.
The primary parameters are Engine Pressure ratio (EPR = P4.9/P2), N1 and N2
speeds, Exhaust Gas Temperature (EGT) and metered Fuel Fuel Flow (FF).
Fuel Metering Unit (FMU)

In the FMU, three torque motors are activated by the EEC. These provide the cor-
rect fuel flow, overspeed protection and Engine Shut Down.

73-00-32
Figure 22: FADEC Presentation IAE V2500

73-00-33
Fuel Metering Unit VSV, BSBV, 7th and 10th stage bleed commanded positions HPT/LPT ACC,
The fuel metering unit (FMU) provides fuel flow control for all operating conditions. HPT cooling, WF valve or actuator position
status and maintenance words, engine serial number and position.
Variable fuel metering is provided by the FMU through EEC commands by a
torque motor controlled servo drive. Position resolvers provide feedback to the In order to perform a better analysis of engine condition, some additional param-
EEC. The FMU has provision to route excess fuel above engine requirements to eters are optionally available. These are P12.5, P2.5 and T2.
the fuel diverter valve through the bypass loop.
FADEC System Maintenance
Thrust Reverser Hydraulic Control Unit
The EEC controls the thrust reverser operation through a Hydraulic Control Unit Fault Detection
(HCU) The FADEC maintenance is facilitated by internal extensive Built in Test Equip-
ment (BITE) providing efficient fault detection.
Each EEC channel will energize the solenoids of an isolation valve and a direc-
tional valve included in the HCU to provide deployment and stowage of the thrust The results of this fault detection are contained in status and maintenance words
reverser translating sleeves. according to ARINC 429 specification and are available on the output data bus.
Start and Ignition Control Non Volatile Memory

Each channel can control the starter valve operation, the fuel Pressure Raising In flight fault data is stored in FADEC non volatile memory and, when requested,
Shut - Off Valve opening and the ignition during the engine start sequence. is available on an aircraft centralized maintenance display unit.
Fuel Diverter and Return Valve Communication with CFDS

The EEC manages the thermal exchange between the engine oil, IDG oil and en- Ground test of electrical and electronic parts is possible from cockpit, with engines
gine fuel system by means of a Fuel Diverter and Return Valve. not running, through the CFDS.
Part of the engine fuel can be recirculated to the aircraft tanks by means of a return The FADEC provides engine control system self testing to detect problems at LRU
valve included in the fuel diverter valve module. level.
The EEC controls the operation of the Fuel Diverter and Return Valve according FADEC is such that no engine ground run for trim purposes is necessary after
to the engine fuel temperature (T FUEL) and the IDG oil temperature and the en- component replacement.
gine oil temperature (T OIL).
Engine Parameter Transmission for Cockpit Display

The FADEC provides the necessary engine parameters for cockpit display
through the ARINC 429 buses output.
Engine Condition Parameter Transmission

Engine Condition monitoring is provided by the ability of the FADEC to transmit
the engine parameters through the ARINC 429 bus output.
The basic engine parameters available are:
WF, N1, N2, P5, PB, Pamb T4.9 (EGT), P2, T2, P3 and T3.

73-00-34
Figure 23: FADEC Presentation V2500

73-00-35
FADEC Functions Control of thrust reverser actuation (deploying and stowing)

The FADEC system operates compatibly with applicable aircraft systems to per- Control of engine power during reverser operation.
form the following functions: Engine idle setting during reverser transient
1 GAS generator control for steady state and transient engine operation Control of maximum reverse power at full rearward throttle lever position.
within safe limits Restow command in case of non commanded deployment.
Fuel flow control Redeploy command in case of non commanded stowage.
Acceleration and deceleration schedules 6 Engine parameters transmission for cockpit indication
Variable Stator Vane (VSV) and Booster Stage Bleed Valve (BSBV) schedules Primary engine parameters
Turbine clearance control (HP / LP) Starting system status
10th stage cooling air control Thrust reverser system status
Idle setting. FADEC system status.
2 Engine limits protection 7 Engine condition monitoring parameters transmission.
Engine overspeed protection in terms of fan speed and core speed to prevent 8 Detection, isolation, accommodation and memorization of its internal sys-
engine running over certified red lines tem failures.
Engine turbine outlet gas temperature monitoring. (EGT) 9 Fuel return & diverter valve control
3 Power management FADEC controls the ON / OFF return to the aircraft tank in relationship with:
Automatic engine thrust rating control Engine oil, IDG oil and fuel temperatures
Thrust parameter limit computation Aircraft fuel system configuration
manual power management through constant ratings versus throttle lever re- Flight phases.
lationship
take-off / go-around at full forward throttle lever position
flex take-off at constant intermediate position whatever the derating is
other ratings (max continuous, max climb, idle, max reverse) at associated
throttle lever detent points.
Automatic power management through direct engine power adjustment to the
autothrust system demand.
4 Automatic engine start sequencing
Control of starter air valve ON / OFF
Control of HP fuel valve (ON / OFF on ground, ON in flight)
Control of fuel schedule
Control of ignition (ON / OFF)
EPR, N1, N2, WF, EGT monitoring
Abort / Recycle capability on ground.
5 Thrust reverser control

73-00-36
Figure 24: FADEC Architecture

73-00-37
Engine Control Pushbuttons and Switches

Engine Mode Selector
Position CRANK:
selects FADEC power.
allows dry and wet motoring (ignition is not availiable).
Position IGNITION / START:
selects FADEC power
allows engine starting (manual and auto).
Position NORM:
FADEC power selected OFF (Engine not running)
Engine Master Lever

Position OFF:
closes the HP fuel valve in the FMU and the LP fuel valve and resets the EEC.
Position ON:
starts the engine in automatic mode (when the mode selector is in IGNITION /
START).
selects fuel and ignition on during manual start procedure.
Manual Start P/B

controls the start valve (when the mode selector is in IGNITION / START or
CRANK position).
FADEC GND PWR P/B

Position ON:
selects FADEC power
N1 Mode P/B
Position ON:
switches EEC from EPR Mode to N1 Mode

73-00-38
Figure 25: Engine Control P/Bs and Switches
A CENTRAL PEDESTAL115VU
MASTER 1 ENG MASTER 2
ON
ENG ON
ON
2
ENG MODE
OFF 1 NORM
IGN
OFF
OFF
CRANK START
FIRE FIRE
FAU
AULT FAU
AULT
1 2
C MAINTENANCE PANEL 50VU B OVERHEAD PANEL 22VU
ENG ENG ENG

FADEC GND PWR MAN START N1 MODE
1 2 1 2 1 2
ON ON ON ON ON ON

73-00-39
Figure 26: Engine Circuit Breakers

73-00-40
Figure 27: Engine Circuit Breakers

73-00-41
Failures and Redundancy Engine Surge

Improved reliability is achieved by utilising dual sensors dual feedback. Engine surge is detected by a rapid decrease in burner pressure or the value of
Dual sensors are used to supply all EEC inputs exept pressures, (single pres- rate of change of burner pressure, which indicates that surge varies with engine
sure transducers within the EEC provide signals to each channel-A and B). power level.
The EEC uses indentical software in each of the two channels. Each channel Once detected, the EEC will reset the stator vanes by several degrees in the
has its own power supply, processor, programme memory and input/ output closed direction, open the booster 7th and 10th stage bleeds, and lower the max-
functions. The mode of operation and the selection of the channel in control is imum Wf/Pb schedule.
decided by the availability of input signal and output controls. Recovery of burner pressure to its steady state level or the elapse of a timer will
Each channel normally uses its own input signals but each channel can also release the resets on the schedules and allow the bleeds to close.
use input signals from the other channel if required i. e. if it recognises faulty or
suspect, inputs.
An output fault in one channel will cause switchover to control from the other Figure 28: Stall and Surge
channel.
In the event of faults in both channels a pre-determined hierarchy decides
whitch channel is more capable of control and utilises that channel.
In the event of loss of both channels, or loss of electrical power, the systems
are designed to go to their failsafe positions.
Engine Limits Protection

General
The FADEC prevents inadvertent overboosting of the expected rating (EPR limit
and EPR target) during power setting.
It also prevents exceedance of rotor speeds (N1 and N2) and burner pressure lim-
its. In addition, the FADEC unit monitors EGT and sends an appropriate indication
to the cockpit display in case of exceedance of the limit.
The FADEC unit also provides surge recovery.
Overspeed
Overspeed protection logic consists of overspeed limiting loops, for both the low
and high speed rotors, which act directly upon the fuel flow command. Supple-
mentary electronic circuitry for overspeed protection is also incorporated in the
EEC. Trip signals for hardware and software are combined to activate a torque
motor which drives a separate overspeed valve in the fuel metering unit to reduce
fuel flow to a minimum value. The engine can be shut down to reset the overspeed
system to allow a restart if desired.

73-00-42
Figure 29: FADEC Processing and Fault Logic

73-00-43
Power Management Autothrust Activation / Deactivation

The autothrust function (ATHR) can be engaged or active.
Autothrust Mode
The engagement logic is done in the Flight Management Computer (FMGC) and
The autothrust mode is only available between idle and maximum (MCT) when the
the activation logic is implemented into the EEC.
aircraft is in flight.
The activation logic in the EEC unit is based upon two digital discretes:
After take-off the lever is pulled back to the maximum climb position. The auto-
thrust function will be active and will provide an EPR target for: ATHR engaged,
Max climb thrust ATHR active
Optimum thrust from the FMGC, plus an analog discrete from the instinctive disconnect pushbut-
An aircraft speed (Mach number) ton on the throttle.
A minimum thrust. The ATHR function is engaged automatically in the FMGC by auto pilot mode de-
mand and manually by action on the ATHR pushbutton located on the Flight Con-
Memo Mode trol Unit (FCU).
In the memo the thrust value is frozen to the last EPR actual value, and will remain The ATHR de-activation and ATHR disengagement are achieved by action on the
frozen until the thrust lever is moved manually or autothrust is reset with the auto- disconnect pushbutton located on the throttle levers or by depressing the ATHR
thrust pushbutton switch.
pushbutton provided that the ATHR was engaged, or by selection of the reverse
When the autothrust function is disengaged while the thrust lever is in MCT/ FLX thrust.
or CL (Maximum Continuous / Flexible Take-Off or Climb) detent, the thrust is If the Alpha Floor condition is not present, setting at least one throttle lever forward
locked until the thrust lever is moved manually. of the MCT gate leads to ATHR deactivation but maintains ATHR engaged.
Memo mode or Thrust locked is entered automatically from autothrust mode If the Alpha Floor condition is present, the ATHR function can be activated regard-
when: less of throttle position.
The EPR target is invalid,
The thrust is controlled by the throttle lever position and ATHR will be activated
Or one of the two instinctive disconnect pushbutton switches on the thrust le- again as soon as both throttles are set at or below MCT gate.
vers is activated,
Or autothrust signalis lost from EIU. When ATHR is deactivated (pilots action or failure), the thrust is frozen to the ac-
tual value at the time of the deactivation. The thrust will be tied to the throttle lever
Manual Mode position as soon as the throttles have been set out of the MCT or MCL positions.
This mode is entered any time the conditions for autothrust or memo modes are AUTOTHRUST IS ONLY ACTIVE IN EPR MODE. IN RATED & UNRATED
not present. In this mode, thrust lever sets an EPR value proportional to the thrust N1 MODE AUTOTHRUST IS LOST.
lever position up to maximum take-off thrust.
Flexible Take-Off Rating

FLEXIBLE TAKE-OFF rating is set by the assumed temperature method with the
possibility to insert an assumed temperature value higher than the maximum one
certified for engine operation. (30 deg C.)

73-00-44
Figure 30: Auto Thrust Definition
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2%6%23%2 $)3#/..%#4
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73-00-45
EPR Setting Requirements

EPR
The EEC uses closed loop control based on EPR or, if EPR is unoptainable, on
N1.
Under EPR control, the EPR target is compared to the actual EPR to determine
the EPR error.
The EPR error is converted to a rate controlled Fuel Flow command (FF) which is
summed with the measured fuel flow (FF actual) to produce the FF error.
The FF error is converted to a current (I) which is sent to the dual torque motor.
The torque motor repositions the Fuel Metering Valve (FMV) to change the fuel
flow.
The inputs required for EPR control are:
Ambient temperature (T amb)
Engine air inlet temperature (T2)
Altitude (ALT)
Mach number (Mn)
Throttle Resolver Angle (TRA).
Service Bleeds
It is possible to re-select the primary control mode (EPR) through the N1 mode P/
B switch following an automatic reversion to rated or unrated N1 mode.
If the fault is still present, the EEC will remain in its current thrust setting mode. If
the fault is no longer present, the EEC will switch to the primary control mode
(EPR). If the fault later reoccurs, reversion back to N1 mode (rated or unrated) will
result.

73-00-46
Figure 31: Power Setting Requirements Schematic

73-00-47
Rated N1 Setting Requirements

Rated N1
The loss of either the P2 or the P 4.9 signal will cause an automatic reversion to
the rated N1 closed loop control.
This is a alternate control mode which utilizes to control the thrust automatically.
It is a despatchable mode but autothrust is not available when operating in this
mode. The rated N1 mode can also be manually selected by actuating the related
N1 MODE P/B switch (one per engine) that is located on the overhead panel.
The inputs required for Rated N1 control are:
T2 and
the Throttle Resolver Angle (TRA).
The processing of the N1 error signal is the same as for EPR error signal.

73-00-48
Figure 32: Rated N1 Mode

73-00-49
Unrated N1 Setting Requirements

Unrated N1
The loss of the T2 signal will cause automatic reversion to unrated N1 closed loop
control.
Max N1, N1 thrust lever, N1 mode and N1 raiting limit indications on the upper
ECAM are lost.
The input required for unrated N1 control is:
the Throttle Resolver Angle (TRA).
The unrated N1 thrust setting requires the thrust to be set manually to an N1
speed. An overboost can occur in the unrated N1 thrust setting at the full forward
thrust lever position. Use of unrated N1 thrust setting overboost above normal rat-
ed thrust is not recommended and will result in reduced engine life.
The maximum N1 must therefore be determined from charts in the Flight Crew Op-
erating Manual (FCOM).
It is a non-despatchable mode and autothrust is not available when operating in
this mode.
The processing of the N1 error signal is the same as for the rated N1 error signal.

73-00-50
Figure 33: Unrated N1 Mode

73-00-51
FADEC Fault Strategy Complete Output Signal Failure

In case of complete output failure there will be no current flow through torque mo-
General tors or solenoids. The associated component will be the " FAIL-SAFE " position.
The Electronic Engine control (EEC) system is dual, the two channels are equal. If the EEC power supply is lost, the components will go into"FAILE-SAFE"
Failures are classified as class 1, 2, 3. position.
According to the failure class, the system can use data from the other channel, or
switch to the other channel. Faults are memorized in the system BITE as they oc-
cur.
Input Fault Strategy

All sensors and feedback signals are dual.
Each parameter sensor as well as feedback sensors used by each channel come
from two different sourses:
Local or cross- channel through the Cross channel Data Link
Some sensors can directly be synthetized by the corresponding channel
Single Input Signal Failure

There is no channel changeover for input signal failure, as long as the Cross
Channel Data Link is operativ.
Faults are not latched.
Automatic recovery is possible.
Dual Input Signal Failure

If dual input signal failure occurs, the system runs on synthetized values of the
healthiest channel.
The selected channel is one having the least significant failure.
Single Output Signal Failure

If an output failure occurs, there is an automatic switchover to the standby active
channel.
T/S Action
One Channel - most likely LRU failure.

73-00-52
Figure 34: FADEC Single Input Signal Failure

73-00-53
Component Fail Safe States
COMPONENTS: FAIL SAFE STATE:
METERING VALVE MIN FLOW

VARIABLE ST ATOR VANE ACTUATOR VANES OPEN
2.5 BLEED ACTUATOR (BSBV) BLEED OPEN
7TH STAGE HANDLING BLEED VALVES BLEED OPEN
10TH STAGE HANDLING BLEED VALVE BLEED OPEN
HPT ACC VALVE VALVE CLOSED
LPT ACC VALVE VALVE PARTIAL LY OPEN - 45%
ACOC AIR VALVE OPEN
10TH STAGE MAKEUP AIR VALVE OPEN
FUEL DIVERTER VALVE FMU RETURN FLOW THROUGH FCOC (MODE 4 OR 5 )
SOLENOID DE-ENERGIZED
RETURN TO TANK VALVE CLOSED ( MODE 3 OR 4 )
IGNITION ON
STARTER AIR VALVE CLOSED
P2/T2 PROBE HEAT OFF
THRUST REVERSER CONTROL UNIT * REVERSER STOWED
*
If there is a failure of the thrust reverser hydraulic control unit directional valve
while the reverser is deployed, the reverser will remain deployed.

73-00-54
Loss of Inputs from Aircraft
EIU SIGNALS: NO ENGINE STARTING.

NO AUTOTHRUST ON BOTH ENGINES.
NO REVERSE THRUST
MODULATED IDLE NOT AVAILABLE.
CONTINUOUS IGNITION
ADC SIGNALS: EEC USES ENGINE SENSORS.
BOTH TLA : IN REVERSE: IF REVERSER INADVERTENTLY DEPLOYS AND
BOTH REVERSER FEEDBACKS ARE IN VALI D,POWER IS SET
TO IDLE.
ON GROUND: SET IDLE
IN FLIGHT: AT TAKE OFF FREEZE LAST VALID TLA,THEN SE-
LECT MCT AT SLAT RETRACTION
AUTOTHRUST CAPABILITY.
ONE TLA: THE EEC USES THE REDUNDANT SENSOR.
BOTH 115V AC: NO IGNITION

NO P2/T2 PROBE HEATING
BOTH 28V DC: NO START
RUN ON ALTERNATOR AB OVE 10% N2
DISAGREEMENT BETWEEN TRA : ON GROUND: SET FORWARD IDLE
IN FLIGHT: SELECT LARGER VALUE BUT LIMIT THIS
TO MCT
ON REVERSE: SELECT REVERSE IDLE.

73-00-55
Idle Control
Minimum idle (56 % - 60% N2) is corrected for ambient temp >30C, then N2
will increase.
Approach idle (approx. 70% N2)
It varies as a function of Total Air Temperature (TAT) and altitude.
This idle speed is selected to ensure sufficiently short accelleration time to go
around thrust and is set when the aircraft is in an approach configuration.(Flap
Lever Position -" NOT UP")
Reverse Idle (approx. 70% N2) = Approach Idle + 1000 RPM
FADEC sets the engine speed at reverse idle when the throttle is set in the re-
verse idle detent position.
Bleed Idle = Bleed demand.
Bleed Idle command will set the fuel flow requested for ensuring correct aircraft
ECS system pressurization, wing anti ice and engine anti ice pressurization
(Pb-"ON" or valves not closed).
HMS Idle (Min Idle - Approach Idle)
For conditions where the compensated fuel temperature is greater than 140
deg. C., the heat management control logic calculates raised idle speed.
(in flight and on ground !)

73-00-56
Figure 35: Idle Control Requirements

THRUST
LEVERS
TLA (REV. IDLE) Reverse

LANDING
GEARS WOW (GRD) EIU Idle
LGCIU
1/2
SLAT /
0
AIR Approach
EIU
0
FLAP
LEVER 1
2
1
2
SFCC LEVER NOT ZERO
Idle
3 3 1/2
FULL FULL
EIU FAULT
WING ANTI ICE
N2 Idle
Min Idle
Setting
ENG ANTI ICE

ZONE Bleed
EIU
CONT. Idle
ECS DEMAND
PACKs ENGINE FUEL TEMPERATURE
HMS
PACK
CONT.
1/2
EEC

73-00-57
N1 Speed Table
20- .


73-00-58
Figure 36: Ground Idle Speed Diagram N2
V2530-A5 SLS / STD GROUND IDLE ( NO OFFTAKES )
9600
64,2%
9200
N2 ROTOR SPEED ( RPM / % )
61,5%
8800
58.8%
57,5%
8400
56,1%
8000
53,5%
7600
50,8%
80 60 40 20 0 +10 +15 +20 +30 +40 +50
AMBIENT TEMPERATURE ( DEG. C. )

73-00-59
FADEC Power Supply FADEC Ground Power Panel

For maintenance purposes and MCDU engine tests, the FADEC Ground Power
EIU Power Supply Panel permits FADEC power supply to be restored on ground with engine shut
The EIU is powered from the aircraft electrical power, no switching has to be done. down.
When the corresponding ENG FADEC GND POWER P/B is pressed "ON" the
Electronic Engine Control (EEC) Power Supply EEC is powered again.
The EEC is supplied from the aircraft electrical power when engine is shutdown,
Also the FADEC is repowered as soon as the engine MODE SELECTOR or
then from the EEC generator when the engine is running.
the MASTER LEVER is selected.
aircraft electrical power when N2 <10%.
EEC generator power when N2 >10%.
Powering N2 <10%
Each channel is independently supplied by the aircraft 28 volts through the Engine
Interface Unit.
A/C 28 VDC permits:
automatic ground check of FADEC before engine running
engine starting
powering the EEC while engine reaches 10% N2.
The EIU takes power from the same bus bar as the EEC.
Powering N2 >10%
As soon as engine is running above 10% N2, the EEC generator can supply di-
rectly the EEC.
The EEC generator supplies each channel with three-phase AC. Two TRUs in the
EEC provides 28VDC to each EEC channel.
Auto Depowering
The FADEC is automatically depowered on ground, through the EIU after engine
shutdown.
EEC automatic depowering on ground:
after 5 mn of A/C power up.
after 5 mn of engine shutdown
An action on the ENG FIRE P/B provides EEC power cut off.

73-00-60
Figure 37: FADEC Power Supply

73-00-61
FADEC LRUS Data Entry Plug Modification

Electronic Engine Control (EEC) Description
The DEP links the coded data inputs through the EEC by the use of shorting jump-
Data Entry Plug er leads which are used to select the plug pins in a unique combination.
The Data Entry Plug (DEP) provides discrete inputs to the EEC. Located to the
During a life of an engine, it may be necessary to change the DEP configuration,
Junction 6 of the EEC it provides unique engine data to channel A and B.
either during incorporation of Service Bulletins or after engine overhaul, when the
The data transmitted by the DEP is: EPR modifier code may need to be changed. This is accomplshed by changing
EPR Modifier (Used for power setting) the configuration of the jumper leads in accordence with the relevant instructions.
Engine Rating During removal/replacement of the DEP it is necessary to use an EEC Harness
Engine Serial No. Wrench as it is imperative that the connectors are tight. On fitment of the DEP to
If the data inputs of the data entry plug J6 are lost, then an automatic revi- the EEC align the main key of the connector with the EEC and hand tighten the
sion from EPR mode to unrated N1 mode occurs. connector. Then using the EEC Harness Wrench torque tighten the DEP connec-
tor to 32 Ibf in.
The part number is written on the DEP.
The partnumber can also be found on the engine data plate, which is located
at the left hand side of the fan case.
EEC DEP Tester

After modifing the DEP a electrical wiring test on the data entry plug assembly-
must be performed with the tester below, to make sure the pins and jumpers are
proberly installed.

73-00-62
Figure 38: EEC/ Data Entry Plug

73-00-63
Electronic Engine Control (EEC) Electrical Connections
Harness (Electrical) and Pressure Connections Front Face

Two identical, but separate electrical harnesses provide the input/output circuits Harness Connector Plug Identification
between the E.E.C. and the relevant sensor/control actuator, and the aircraft in-
terface. J1 E.B.U. 4000 KSA
The harness connectors are keyed to prevent misconnection. J2 Engine D202P
Single pressure signals are directed to pressure transducers J3 Engine D203P
located within the E.E.C.
the pressure transducers then supply digital electronic signals to chan- J4 Engine D204P
nels A and B. J11 Engine D211P
Rear Face
The following pressures are sensed:
J5 Engine D205P
Pamb ambient air pressure (fan case sensor)
J6 Data Entry Plug
Pb burner pressure (air pressure) P3/T3 probe
J7 E.B.U. 4000 KSB
P2 pressure (P2/T2 fan itlet probe)
J8 Engine D208P
P2.5 booster stage outlet pressure
J9 Engine D209P
P5 (P4.9) L.P. Turbine exhaust pressure (P5 (P4.9) rake)
J10 Engine D210P
P12.5 fan outlet pressure (fan rake)

73-00-64
Figure 39: Electronic Engine Control (EEC)

73-00-65
FADEC Sensors
FADEC LRUS Sensors
Engine Sensors
T4.9 (EGT) Sensor
(Ref. 77-20-00)
N1 Sensor
(Ref. 77-10-00)
N2 Sensor
(Ref. 77-10-00)
Engine Oil Temperature Sensor
(Ref. 79-30-00)
P2/T2 Sensor
(Ref. 77-00)
P3/T3 Sensor
P4.9 (P5)

73-00-66
Figure 40: FADEC Sensors

73-00-67
FADEC LRUS Sensors Figure 41:
P3/T3 Sensor
The P3/T3 sensor monitors the pressure and temperature at the exit of the HP
compressor.
The combined sensor houses two thermocouples and one pressure inlet port.
Each thermocouple provides an independant electrical signal, proportional to tem-
perature, to one channel of the Electronic Engine Control (EEC).
Purpose
The purpose of the P3/T3 sensor is to provide performance data to the EEC for
starting and during transient and steady state operation of the engine.

73-00-68
Figure 42: P3/T3 Sensor

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73-00-69
P12.5 Sensor
The P12.5 sensor is a pressure tapping at the top of the fan case. It monitors the
pressure behind the fan stator. This pressure is used for trend monitoring.
The pressure tapping is also used for the cooling air supply of the dedicated alter-
nator(see Fig.114).
P2.5 / T2.5 Sensors

These two sensors are located in the intermediate case. They are monitoring the
pressure and temperature between the two compressors. T2.5 is used for system
scheduling, P2.5 is used for trend monitoring.

73-00-70
Figure 43: P2.5 / T2.5 Sensors

73-00-71
FADEC Test
General
To get access to the FADEC SYSTEM REPORT / TEST menu the FADEC GRD
PWR must be switched "ON". Then press the line key adjacent to CFDS - SYS-
TEM REPORT / TEST - NEXT PAGE - ENG 1A (1B),(2A),(2B).
FADEC Previous Legs Report

This CFDS menu function gives access to the faults which have been detected
and stored during the previous 64 flight legs.
The Cells indicate if the failure was detected in the ground memory or the flight
memory.

73-00-72
Figure 44: Previous Legs Report

73-00-73
FADEC Troubleshooting Report The EEC compares feedback position against commanded position.
The trouble shooting menu has 4 submenus: If failed in one channel:
FLIGHT DATA EEC switches to the other channel (the ability to switch is based on relative hel-
GROUND DATA th of the other channel)
AIRCRAFT DATA If failed in both channels:
EEC CONFIGURATION Healthiest channel continues to command actuator.
T/S ACTION:
Flight Data
one channel - most likely LRU failure.
This menu gives additional failure data (temperatures, pressures, RPM, etc.)
when a fault occured during the flight. This data is saved in a CELL. Each CELL both channels - most likely mechanical failure, check LRU/moving mechanism.
provides 2 menu pages of troubleshooting informations. The cell allows a identifi-
cation which CFDS FAULT message belongs to which troubleshooting data (eg. Cross Check Failures (XCF)
Ground Scanning menu.) A detected difference in the feedbacks from the LRU LVDTs or microswitches.
In the example a OSPXCF (OVERSPEED CROSS CHECK FAILURE) is indicat- The EEC compares channel A against Channel B.
ed. Failure of TRA: EEC has specific fault accomodation based on previous value.
Ground Data Failure of Reverser: EEC will select most stowed and will not allow a deploy.
This menu gives additional failure data (temperatures, pressures, RPM, etc.) Failure of Temperature sensors: EEC will use fail safe value.
when a fault occured on ground. This data is saved in a CELL. T/S ACTION:
The cell allows a identification which CFDS FAULT message belongs to which Most likely a LRU problem, next check harness then EEC
troubleshooting data (eg. Ground Scanning menu.)
Input Latched Failed (ILF)
FADEC Failure Types Definition (Single Input Signal Failure)
WRAP - Around Failure (WAF) There is no channel changeover for input signal failure, as long as the Cross
Channel Data Link is operativ.
A detected failure in the circuitry of a system. The EEC checks for continuity.
Faults are not latched. Thus automatic recovery is possible.
If failed in one channel:
EEC switches to the other channel (the ability to switch is based on relative hel-
th of the other channel)
If failed in both channels:
specific output is depowered (exception - solenoids are depowered in groups)
T/S ACTION:
Most likley a loose connector or chaffed harness next LRU and finally EEC.
Track-Check Failures (TKF)

Failure of the system to follow the commands of the EEC.

73-00-74
Figure 45: Trouble Shooting Report

73-00-75
Figure 46: Flight Data / Ground Data
FADEC 1B Page one of the Cell 31

FLIGHT DATA PG:01
FADEC FAULT CELL Fault Code
N1 RPM CELL: 31 FAULT: WOFWAF N2 RPM
T5 Temperature
RPM: N1 = 5326 N2 = 14392 T2 Temperature ( Eng. Inlet )
( T4.9 EGT )
Cold Junction Temperature DEG C: T5 = 554.0 T2 = 26.0 Flight Phase
( Actual Temp. in EEC )
TCJC = 42.0 FLTPH = 3
Air Pressure on Eng. Station 3 Total Air Pressure ( Eng. Station 2 )
( PB = Burner Pressure )
PSIA: PB = 458.5 P2 = 14.62
Mach Number EEC Operating Hours
MN = .117 HOURS = 571.0
Note: The Abbreviations used in the GROUND DATA are the same.

73-00-76
Figure 47: Flight Data / Ground Data
FADEC 1B Page two of the Cell 31

FLIGHT DATA PG:02
FADEC Fault Cell Fault Code
Standart Altitude CELL: 31 FAULT: WOFWAF EPR ( indicated )
Stator Vane Actuator

ALT: = 336.0 FT EPRI = 1.562 Channel in Control
( Feedback )
Fuel Flow SVA : = 1.906 INCH INCOM = 1 1 = Yes , 0 = No
N1 Mode
2.5 Bleed Actuator Feedback FF = 11162 PPH BACKUP = 0 1 = Yes

0 = No ( EPR Mode )
B 25 = 1.218 INCH LEG = 398.0 Flight Legs
Weight on Wheels
1 = Yes ( Ground )
0 = NO ( Flight ) WOW = 1
Note: The Abbreviations used in the GROUND DATA are the same.

73-00-77
FADEC System Test 12. Pressure Sensor(s) Disagree - Indicates that the static pressure sensor test
ran and any two pressure sensors were not within the specified tolerances.
The FADEC SELF TEST should really be known as the FADEC SYSTEM TEST.
The test and results can be split into three categories described as follows.
Output Driver Test

This is a systen maintenance test that performs a wraparound (continuity) test of
all the EEC output driver lines and associated component wiring.
There are three possible results as follows:
4. Output Driver Test Failed - Indicates that a continuity fault was found.
5. Output Driver Test Passed - Indicates that no wraparound fault was found.
6. Output Driver Test No Run - Indicates that the test was not run because the test-
ed channel was not capable of powering the outputs.
Input / lnternal Test

This is the FADEC (EEC) internal check to verify that the local channel interface,
input and output circuits are functional prior to entering MENU MODE.
There are three possible results as follows:
7. Input / Internal Test Failed - Indicates that the activity monitor circuit test failed
or the local channel was unable to provide power to any Output or there were in-
terface or input fault.
8. Input / lnternal Test Passed - Indicates that the activity monitor circuit passed
and that no interface or input faults were set prior to entry into menu mode.
9. Input / Internal Test No Run - Indicates that the local cannel was not capable of
powering its outputs or that the EEC has not spent the minimum of 30 seconds in
normal mode.
Pressure Sensor Test

This is an internal measurement of the pressure sensors (P2, P5, Pb, PMX) in the
EEC via the local channel to make sure they are within a specified tolerance of
each other.
The three possible results are as follows:
10. Pressure Sensor(s) Failed - Indicates that an interface or range failure (from
normal mode) is set for any pressure sensor (hard failures).
11. Pressure Sensor(s) Agree - Indicates that the static pressure sensor test ran
and that all the pressure sensors are within tolerances.

73-00-78
Figure 48: FADEC Self Test

73-00-79
FADEC Ground Scanning Figure 49: Ground Scanning

This menu shows the faults which are present on ground. More information can
be obtained using the troubleshooting menu.
This menu must also be used to indicate which faults were detected in the other
FADEC TEST menus (eg. Starter Valve Test, Reverser Test, etc.)

73-00-80
FADEC Class 3 Fault Report

This menu shows all class 3 faults of the FADEC system which have to repaired
after 200 hours or during an A-maintenance check.
Figure 50: FADEC Class 3 Fault Report

73-00-81
Scheduled Maintenance Report Figure 51: SMR Menu

At the aircraft level :
Level A faults are considered class 1 faults with the associated specific in-
formation to the flight crew (ECAM warnings, advisory information...).
Level B faults are regrouped under the generic ECAM warning ENG X MI- <
NOR FAULT on the A330/A340 programs and under class 2 fault messages,
with a maintenance status, on the A3 19/320/32 1 programs. <
Level C faults are now covered by the powerplant Scheduled Maintenance
Report. <
This engine Scheduled Maintenance Report has been created by Airbus Indus-
trie and the engine manufacturers in order to fit the dispatch time limitation asso- < >
ciated to the engine level C faults ( REF. A320/A321 SIL 73-017 ).
<
Faults are not latched. Thus automatic recovery is possible.
< >
Originally all Short Time (level B 150 FH) and Long Time (level C 500
FH) engine faults were annunciated through Class 2 status messages and thus
had to be repaired within 10 days/150 FH. This was penalizing operators who
could not take advantage of the 500 FH interval associated with Long Time
faults.
So that the operators are no longer encumbered with this situation, the manufac-
turers developed a modification such that the Long Time level C faults no longer
appear as Class 2 messages.
A new facility Scheduled Maintenance Report (SMR) was introduced.
The following Airbus modifications introduce ECU/EEC software standards on the
CFM56-5B, V2500-A5 and PW6000 that cause ONLY Level C (time limited) faults
to be reported in the SMR (refer to figure 1). Unlimited faults no longer appear in
the SMR: they are indicated in the dedicated FADEC Class 3 report (access
through SYSTEM REPORT/TEST - ENGINE).
this is not applicable for V2500-A1 where BOTH time limited and unlimited
engine faults are reported in the SMR
SMR Time limited faults must be corrected within:
500 FH of previous task accomplishment for V2500-A1 engine
600 FH of previous task accomplishment for V2500-A5 engine and PW6000 < >
engine.
1200 FH of previous task accomplishment for CFM56-5A and 5B engines.

73-00-82
Figure 52: Scheduled Maintenance Report
EIS V2500-A1 EEC Standards
CLASS 3 SMR
V2500-A1 Faults Menu
Menu
Long Time Dispatch faults (unasterisked)
Unlimited Class 3 +
Faults Unlimited Class 3 Faults (asterisked)
and subsequent
SCN 12C
V2500-A5 EEC Standards
CLASS 3 SMR CLASS 3

V2500-A5 FAULTS Menu + Faults
Menu Menu
Long Time Dispatch Unlimited Class 3 Faults
Unlimited Class 3
Faults
Faults
and subsequent
SCN 10A

73-00-83
Engine Interface Unit Figure 53: EIU Location
EIU Presentation
Two EIUs are fitted on each aircraft, one for engine 1, one for engine 2
Each EIU, located in the electronics bay 80VU, is an interface concentrator be-
tween the airframe and the corresponding FADEC located on the engine, thus re-
ducing the number of wires. EIUs are active at least from engine starting to engine
shutdown, they are essential to start the engine.
The main functions of the EIU are:
to concentrate data from cockpit panels and different electronic boxes to the
associated FADEC on each engine,
to insure the segregation of the two engines,
to select the airframe electrical supplies for the FADEC,
to give to the airframe the necessary logic and information from engine to other
systems (APU, ECS, Bleed Air, Maintenance).
EIU Input Description

EIU Input from the EEC
The EIU acquires two ARINC 429 output data buses from the associated EEC
(one from each channel) and it reads data from the channel in control. When some
data are not available on the channel in control, data from the other channel are
used.
In the case where EIU is not able to identify the channel in control, it will assume
Channel A as in control.
The EIU looks at particular engine data on the EEC digital data flow to interface
them with other aircraft computers and with engine cockpit panels.
EIU Output to the EEC

Through its output ARINC 429 data bus, the EIU transmits data coming from all
the A/C computers which have to communicate with the EEC, except from ADCs
and throttle which communicate directly with the EEC.
There is no data flow during EIU internal test or initialization.

73-00-84
Figure 54: EIU Schematic

73-00-85
EIU Interfaces
SIGNALS PURPOSE
WING ANTI-ICE SWITCH ENGINE BLEED COMPUTATION LOCIG
ENGINE FIRE P/B SIGNAL FADEC ENGINE SHUTDOWN LOGIC
LOW OIL PRESSURE SWITCH (AND GROUND) -COCKPIT WARNING SIGNALS
-HYDRAULIC MONITORING
-WINDOW AND PROBE HEATING SYSTEM
-AVIONIC VENTILATION SYSTEM
-RAIN REPELLENT SYSTEM
-CIDS,CVR,DFDR
FADEC GROUND POWER P/B FADEC POWER SUPPLY LOGIC
LGCIU 1 AND 2 (GROUND SIGNAL) THRUST REVERSER AND IDLE LOGIG
SFCC 1 AND 2 ENGINE FLIGHT IDLE COMPUTATION LOGIC
SEC 1 ,2 AND 3 THRUST REVERSER INHIBITION CONTROL
FLSCU 1 AND 2 HEAT MANAGEMENT SYSTEM FUEL RETURN V ALVE CONTROL
ENGINE SELECTED ENGINE 1 OR 2 INDENTIFICATION
OIL PRESSURE,OIL QUANTITY AND OIL TEMPERA TURE INDICATION ECAM
NACELLE TEMPERA TURE INDICATING (ECAM)
START VALVE POSITION (FROM EEC) ECS FOR AUTOMATIC PACK VALVE CLOSURE, DURING ENGINE START
N2 GREATER THAN MINIMUM IDLE (FROM EEC) FUNCTIONAL TEST INHIBITION OF THE RADIO AL TIMETER TRANSCEIVER
-BLUE HYDRAULIC SYSTEM PUMP CONTROL
ENGINE START FAULT SIGNAL ILLUMINA TION OF FAULT LIGHT ON THE ENGINE START PANEL
APU BOOST DEMAND SIGNAL (EIU) MAIN ENGINE START MODE TO THE APU ELECTRONIC CONTROL BOX
TLA IN TAKE-OFF POSITION (MIN. T/O N2, FROM EEC) PACK CONTROLLER FOR INLET FLAP CLOSURE
-AVIONIC EQUIPMENT VENTILATION CONTROLLER
( CLOSED CIRCUIT CONFIGURATION )
-CABIN PRESSURIZATION COMPUTER PRE-PRESSUR-
IZATION MODE
THRUST REVERSER (FROM SEC 1,2 AND 3 ) THRUST REVERSER INHIBITION RELAY

73-00-86
CFDS System Report/Test EIU The EIU is a Type 1 System.

This Page shows the menu of the Engine Interface Unit (EIU). The EIU is availlable in CFDS back up Mode.
Figure 55: EIU Menu

73-00-87
LAST Leg Report LRU Indentification

Last leg Report Shows the EIU part number.
Here are Displayed the Internal EIU Faillures that Occured during Last Flights.
Figure 56: Last Leg Rep./ LRU Indentification

73-00-88
Ground Scanning RTOK means Re - Test Ok, you can ignore this Fault
This Page gives the EIU Faillures still presend on Ground.
Figure 57: Ground Scanning

73-00-89
EIU CFDS Discrete Outputs Simulation Simulation: "LOP GND 1 "

The Purpose of this Menu is to Simulate some Engine Interface Unit (EIU) Use this key to simulate OIL LOW PRESS & GND for these systems through the
MCDU:
Discrete Outputs by Setting their Status to 0 or1.
Blue/Yellow-main-hydraulic-pressure power warning-indicating, WHC2, PHC2,
The DISCRETE OUTPUT SIMULATION can operate systems and compo- Green-main-hydraulic PWR RVSR indicating, FCDC1, FCDC2.
nents without special indication on the MCDU. Make allways sure that the
working areas are clear! REMOVE THE PROTECTIVE COVERS FROM THE PROBES BEFORE
YOU DO THE TEST.
For the simulation refer to AMM 73-25-34, (TASK 73-25-34-860-041).
B(Y) ELEC PUMP LO PR warning message inhibition stops
The Discrete Outputs are Listed on two Pages, one for the Positive Type and one
The PHC2 controls a low probe heating level for pitot 2
for the Negative Type.
The WHC2 controls a low windshield (F/O) heating level
Simulation: " APU BOOST " The 3DB1 and 3DB2 rain repellent valve can open
To simulate an APU BOOST command through the MCDU. The LOP GND1 discrete is used to inhibit the Flight Control System test
Push the line key adjacent to"APU BOOST" discrete output status: through the CFDS. Access to this menu is prohibited by the CFDS architec-
ture as long as you work on the EIU DISCRETE OUTPUTS menu.
"APU BOOST"becomes "1" and the EIU sends the APU BOOST command to the
59KD ECB. Simulation: "LOP GND 2 "
APU BOOST 1 simulates a not closed starter air valve. Use this key to simulate OIL LOW PRESS & GND for these systems through the
The APU is boosted (if running). MCDU:
PHC1, PHC3, WHC1, AEVC, DFDR and CVR.
APU BOOST 2 simulates a energized starter air valve solenoid. When the line key adjacent to LOP "LOP GND2 " discrete output status becomes
APU BST2 line key has no boost effect on the APU. GND2 "0".
THE APU BOOST FUNCTION SHOULD NOT BE USED UNLESS STRICT- The PHC1 and PHC3 control a low probe heating level for pitots 1 and 3
LY REQUIRED FOR TROUBLE SHOOTING PURPOSE THUS TO AVOID The WHC1 controls a low captain windshield heating level
PREMATURE CORE PERFORMANCE DETERIORATION. IF REALLY RE- The CVR and DFDR are set to on
QUIRED, DO NOT OPERATE THE APU FOR MORE THAN ONE (1) When you simulate LOP GND2 to "0" the horn is inhibited if the airflow ex-
MINUTE IN BOOST MODE CONDITION. traction is low in the avionics compartment.
NOTE THAT FOR TROUBLE SHOOTING AN ECS SYSTEM MALFUNC-
TION, THE ENGINE BLEED SHOULD BE PREFERRED. Simulation: " T/R INHIB "
To simulate the authorization of closure of the thrust reverser directional control
Simulation: " FAULT " valve solenoid (through the relay 14KS1(2)) through the MCDU.
Use this key to simulate a disagree between the position and the command of the T/R INHIB discrete output status becomes "1" and the 14KS1(2) inhibition relay is
HP fuel valve through the MCDU. energized. This permits the energization of the directional-control-valve solenoid
FAULT discrete output status becomes "1" and FAULT legend of the 5KS1(2) an-
nunciator light comes on.

73-00-90
Figure 58: Discrete Outputs Simulation

73-00-91
EIU CFDS Discrete Outputs Simulation Simulation of " TLA > MCT "
To simulate "TLA > MCT" for the following systems:
Simulation: " HP FUEL PN "
AEVC, PACK CONTROLLERS, CABIN PRESSURE CONTROLLERS.
To simulate a HP FUEL VALVE 1(2) in open position through the MCDU.
Push the line key adjacent to TLA "TLA > MCT" discrete output status > MCT be-
Push the line key adjacent to HP"HP FUEL PN" discrete output status FUEL PN comes "1"
becomes "1" and the zone controller 8HK will receive the HP FUEL VALVE 1(2)
open condition. On the ECAM PRESS page check that the inlet and extract skin air valves close.
The zone controller uses the HP fuel valve position to make the bleed status
on label 061. Then it sends it to the EEC through the EIU (label 030). This
input can change the bleed status only if the PRV opens (engine in opera-
tion).
Simulation of " PACKS OFF "

To simulate the PACK FLOW control valve closure command through the MCDU
push the line key adjacent to"PACKS OFF" discrete output status.
PACKS OFF becomes "1" and the PACK FLOW control valve closure solenoid is
energized.
The PACK FLOW control valve 1(2) require a muscle air pressure to open.
Simulation of " N2 > IDLE "

To simulate "N2 > IDLE" for the following systems:
XCVR radio altimeter 25A
Blue main hydraulic power
MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROL
SURFACES ARE CLEAR BEFORE YOU PRESSURIZE / DEPRESSURIZE
A HYDRAULIC SYSTEM.
Push the line key adjacent to N2. N2 > IDLE DISCRETE OUTPUT becomes "1">
IDLE.
The electric pump of the blue hydraulic system start and the blue hydraulic system
is pressurized (approximately 3000PSI).
The N2 > IDLE discrete is used to inhibit the "RAMP TEST" of the RADIO
ALTIMETER 1(2). Access to radio altimeter RAMP TEST menu is prohibited
by the CFDS architecture as long as you work on the EIU DISCRETE OUT-
PUTSmenu.

73-00-92
Figure 59: Discrete Outputs Simulation

73-00-93
EIU Discrete Outputs

Many systems get the engine "on" or "off" signal. This signal is switched via the
Oil Low Press and Ground relay. The relay is directley triggert from the EIU.
Low Oil Pressure Switching via EIU
To CIDS (23-73)
To DFDRS INTCON Monitoring (31-33)
To CVR power Supply (23-71)
To Avionics Equipment Ventilation (21-26)
To WHC (30-42)
To PHC (30-31)
To FCDC (27-95)
To Blue Main Hydraulik PWR(29-12)
To Valve Rain RPLNT. (30-45)
To Green Main HYD PWR RSVR Indicating (29-11)
To Yellow Main HYD PWR RSVR Indicating (29-13)
To Blue Main HYD PWR RSVR Warning / Indicating (29-12)

73-00-94
Figure 60: EIU Discrete Outputs

73-00-95

73-00-96
A319/A320/A321 74-00
74 Ignition - V2500A

74-00-1
A319/A320/A321 74-00 Ignition System Presentation
74-00 Ignition System Presentation

General
System Operation
Dual ignition is automatically selected for:
all inflight starts
manual start attempts
continuous ignition
Single alternate ignition is selected for ground auto starts.
System Test
The system can be checked on the ground, with the engine shutdown, through the
CFDS maintenance menu.
Ignition System Components

The system comprises:
one ignition relay box
two ignition exiter units
two igniter plugs - located in the combustion system adjacent to Nos 7&8 fuel
spray nozzles.
two air cooled H.T. ignition connector leads (cooling is provided by fan air).
Ignition Relay Box
The ignition sytem utilises 115V AC supplied from the AC 115V normal and stand-
by bus bars to the relay box.
The 115V relays which are used to connect / isolate the supplies are located in the
relay box and are controlled by signals from the EEC.
The same relay box also houses the relays which control the 115V AC sup-
plies for P2/T2 probe heating.
According to M.E.L. the IGN. system A is required as minimum!

74-00-2
Figure 1: Ignition System Component

74-00-3
Ignition Starting - Operation Continuous Ignition Selection
Description Manual Selection

The ignition circuit is supplied with 115VAC - 400Hz. The electrical power is sup- When the engines are running on the ground or in flight the continuous ignition is
plied via the EEC and EIU which controls the ignition of the igniter plugs. obtained by positioning the ENG/MODE selector switch in IGN/START position.
A dormant failure of an ignition exciter is not possible for more than one flight be- Automatic selection
cause:
The EEC selects automatically the continuous ignition in some specific conditions:
the two ignition systems are independent
Engine running and air intake cowl anti-icing is selected to ON
the EEC selects alternately ignition system A or B.
EIU failed.
FAIL SAFE POSITION: "IGN RELAYS, IGN ON" take-off or during flexible take off
approach idle selected.
Ignition during Automatic Start Sequence In flight, when there is an engine flameout or stall
When an automatic start sequence has been activated by the EEC (ENG/ MODE Reverse
selector switch in IGN/START position and MASTER control switch to ON), the
EEC energizes automatically the appropriate ignition exciter when N2 reaches be- Igniter Plug Test
tween 10%-16% depending on TAT and keeps it energized until N2 reaches 43%.
The operation of the igniter plugs can be checked on the ground, engine not run-
For inflight restart the EEC selects simultaneously both ignition exciters On the ning, through the maintenance MENU mode of the FADEC or manually (Manual
ground, after engine start, the selector must be placed in NORM position, then Start without air)
back to IGN/START to select continuous ignition. (both ignitors) In flight after en-
gine restart, if the selector is maintained in IGN/START position, the EEC selects Ignition System Circuit Breakers
the continuous ignition on the corresponding engine
There are 5 ignition CBs installed in the cockpit. 49VU and 121VU
In case of a fault during an automatic starting on the ground, the EEC aborts au-
tomatically the sequence by closing the starter shut-off valve and the HP fuel shut-
off valve and deenergizing the ignitors.
Ignition during Alternate Start Sequence

(Manual Start Procedure)
When a manual start sequence has been activated by the EEC (ENG/MODE se-
lector switch in IGN/START position and the ENG/MAN START pushbutton switch
selected to ON) the EEC energizes both ignition exciters.
The deenergization of the ignition exciters is automatically commanded by the
EEC when engine N2 speed reaches 43%. (Starter cut-out)
Positioning of the MASTER control switch to OFF, during that starting sequence,
results in ignition exciter deenergization.

74-00-4
Figure 2: Ignition and Starting System Eng. 1
CHA
CHB IGNITER
PLUG A
1JH
401XP ENG 1&2/IGN/SYS A 49VU EXCITER A
115VAC
ESS BUS 5A
CHA EXCITER B IGNITER
PLUG B
2JH1
901XP FILTER
115VAC CHB
STAT INV
BUS BAR 3A
3JH1
103XP ENG/1GN 1/SYS B 121VU FILTER
115VAC
BUS 1 3A FIRE P/BSW
1WD
4100 KS
2KS1 RELAY BOX
401PP FILTER A
28VDC A
ESS BUS 3A STARTER
VALVE
4KS1 B
301PP FILTER B
28VDC
BAT BUS 3A CRANK ON
NORM OFF
IGN/ MAN START
START
11 12 13 14 15 16 LABEL 031
B
3KC ON
OFF FILTER A PERMANENT
CRANK ECAM
MAGNETIC
NORM A1
IGN/START ALTERNATOR
6KS A2 A
B1
ENGINE 1
9KS1 B2
ON MAN START 1 1KS1 EIU2 86VU
4000KS1 EEC1

74-00-5
Ignition System Test

Igniter Plug Test
The operation of the igniter plugs can be checked on the ground, engine not run-
ning, through the maintenance MENU mode of the FADEC.
The test will be performed by selecting the corresponding IGNITOR TEST page in
the MENU and positioning the MASTER control switch to ON to have the 115VAC
power supply to the relevant engine.

74-00-6
Figure 3: FADEC Ignition Test

74-00-7
Ignitor Test
Operational Test of the Ignition System with CFDS
Each ignition system must be individually selected to be tested.
For the test procedure, refer to AMM TASK 74-00-00-710-041
During the test, an aural check of the ignitor plug operation has to be done.

74-00-8
Figure 4: FADEC Ignition Test Cont.

74-00-9
Ignition Test without CFDS MAKE SURE THAT THERE IS ZERO PSI AT THE STARTER VALVE IN-
LET BEFORE YOU PUSH THE MAN START P/B.
For the test procedure, refer to AMM TASK74-00-00-710-041-01
READ THE PRESSURE ON THE ECAM START PAGE.
During the test, an aural check of the ignitor plug operation has to be done.

74-00-10
Figure 5: Ignition Test without CFDS

74-00-11
A319/A320/A321 74-00 Starting 80-00
74-00 Starting 80-00 the MASTER control lever controls the HP fuel shut-off valve.
No start abort by the FADEC in case of failure.
General
Starting Schematic
The starting system of the engine utilizes pressurized air to drive a turbine at high
speed. This turbine drives the engine high pressure rotor through a reduction gear
and the engine accessory drive system.
The air which is necessary to drive the starter comes from:
either the APU
or the second engine
or a ground power unit.
The starter supply is controlled by a starter shut-off valve (SOV) pneumatically op-
erated and electrically controlled. In case of failure, the SOV can be operated by
hand.
The starter valve closes when the N2 speed reaches 43 %.
The starter centrifugal clutch disengages when N2 speed is higher than 43%.
Engine starting is controlled from the ENG start panel 115VU located on center
pedestal and ENG/MAN START switch on the overhead panel.
The starting sequence may be interrupted at any time by placing the MASTER
control lever in OFF position which overrides the FADEC. When the MASTER
control lever is in OFF position the HP fuel shut off valve is closed and the engine
is stopped.
Two procedures are applicable for engine starting:
A. Normal Starting Procedure (automatic)

The starting sequence is fully controlled by the FADEC and is selected when the
ENG/MODE/CRANK/NORM/IGN START selector switch is in IGN/START posi-
tion and the MASTER control lever in ON position. Start can be aborted on ground
only by the FADEC in case of failure.
B. Alternative Starting Procedure

This sequence controlled by the pilot is as follows:
the ignition selector switch in IGN/START position and MAN START pushbut-
ton switch command the starter shut-off valve,

74-00-12
A319/A320/A321 74-00 Starting 80-00
Figure 6: Starting System Schematic
/4(%2 "-#
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3934%-3
/6%2"/!2$
02%#//,%2
4,4 4#4
&)2% 7!,,
0 0
/06 &!6
026
(06
4/(9$2!5,)#2%3%26/)202%3352):!4)/.
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)0#
(0
34!24%2 )0
6!,6%
%.').%
4/.!#%,,%
34!24%2
!.4) )#%6!,6%

74-00-13
A319/A320/A321 74-00 Starting 80-00
Starting Components Starter Air Control Valve

The starter air control valve is a pneumatically operated, electrically controlled
Starter Motor shut-off valve positioned on the lower right hand side of the L.P. compressor (fan)
The pneumatic starter motor is mounted on the forward face of the external gear- case.
box and provides the drive to rotate the H.P. compressor to a speed at which light The start valve controls the air flow from the starter air duct to the starter motor.
up can occur.
The start valve basically comprises a butterfly type valve housed in a cylindrical
Attachment to the gearbox is done by a V-clamp adaptor. valve body with in-line flanged end connectors, an actuator, a solenoid valve and
The starter motor is connected by ducting to the aircraft pneumatic system. a pressure controller.
The starter motor gears and bearings are lubricated by an integral lubrication sys- A micro switch provides valve position feed back information to the FADEC.
tem.
Servicing features include:
oil level sight glass
oil fill plug
oil drain plug with magnetic chip detector
Starter Motor - Operation

The starter is a pneumatically driven turbine unit that accelerates the H.P. rotor to
the required speed for engine starting. The unit is mounted on the front face of the
external gearbox.
The starter, shown below, comprises a single stage turbine, a reduction gear train,
a clutch and an output drive shaft - all housed within a case incorporating an air
inlet and exhaust.
Compressed air enters the starter, impinges on the turbine blades to rotate the tur-
bine, and leaves through the air exhaust. The reduction gear train converts the
high speed, low torque rotation of the turbine to low speed, high torque rotation of
the gear train hub.
The ratchet teeth of the gear hub engage the pawls of the output drive shaft to
transmit drive to the external gearbox, which in turn accelerates the engine H.P.
compressor rotor assembly.
When the air supply to the starter is cut off, the pawls overrun the gear train hub
ratchet teeth allowing the turbine to coast to a stop while the engine H.P.
turbine compressor assembly and, therefore, the external gearbox and starter out-
put drive shaft continue to rotate. When the starter output drive shaft rotational
speed increases above a predetermined r.p.m., centrifugal force overcomes the
tension of the clutch leaf springs, allowing the pawls to be pulled clear of the gear
hub ratchet teeth to disengage the output drive shaft from the turbine.

74-00-14
A319/A320/A321 74-00 Starting 80-00
Figure 7: Starting Components

74-00-15
A319/A320/A321 74-00 Starting 80-00
Starter Air Control Valve

Description
The start air control valve is a pneumatically operated, electrically controlled shut-
off valve positioned on the lower right hand side of the L.P. compressor (fan) case.
Manual Operation
The starter air valve can be opened/ closed manually using a 0.375 inch square
drive. Acces is through a panel in the R. H. fan cowl. A valve position indicator is
provided on the valve body.
A micro switch provides valve position feed back information to the FADEC.
Do not operate the valve manually without positive duct pressure.
FAIL SAFE POSITION:

"SOV CLOSED"

74-00-16
A319/A320/A321 74-00 Starting 80-00
Figure 8: Starter Air Control Valve

74-00-17
A319/A320/A321 74-00 Starting 80-00
Start Air Control Valve Test

Start Air Control Valve Test via CFDS
The start air control valve operation may be tested via CFDS.
Refer to AMM Task 80-13-51-710-040.

74-00-18
A319/A320/A321 74-00 Starting 80-00
Figure 9: Starter Valve Test via CFDS

74-00-19
A319/A320/A321 74-00 Starting 80-00
Start Air Control Valve Test (Fault Detected)

AMM Starter Valve Test ata 80-13-51 p507

74-00-20
A319/A320/A321 74-00 Starting 80-00
Figure 10: Starter Valve Test via CFDS

74-00-21
A319/A320/A321 74-00 Starting 80-00
Cranking-Description
Air Supply
The air necessary for the starting comes from the duct connecting engine bleed
and the precooler.
The air necessary for the starter is supplied by either:
the other engine through the crossbleed system
the APU and in that case, all the air bled from the APU is used for starting
an external source able to supply a pressure between 30 and 40 psig.
Dry Cranking (Test No 1)

Requirement
A dry motoring of the engine will be needed when:
it is necessary to eliminate any fuel accumulated in the combustion chamber
a leak ckeck of engine systems is needed.
To perform this operation, the starter is engaged and the engine is motored but
the HP fuel shut off valve remains closed and both ignition systems are OFF.
The starter limitations when performing a dry crank are:
a maximum of 3 consecutive cycles; 2 minutes on, 15 seconds off up
2 times and one minute on, then 30 minutes off for cooling,
or 4 continuous minutes on, then 30 minutes off for cooling.

74-00-22
A319/A320/A321 74-00 Starting 80-00
Figure 11: Dry Cranking Procedure

74-00-23
A319/A320/A321 74-00 Starting 80-00
Wet Cranking
Wet Cranking (Test No 2)
A wet motoring will be needed when the integrity of the fuel system has to be
checked.
If such a test is performed, both ignition systems are off (also pull the circuit break-
ers) and the starter is engaged to raise N2 up to the required speed of 20%.
The MASTER control switch is moved to ON and the exhaust nozzle of the engine
carefully monitored to detect any trace of fuel. On the ECAM the FF indication
shows approx. 180kg initial fuel flow.
When the MASTER control switch will be returned to the OFF position to shut-off
the fuel, also the starter valve closes. The EEC automatically reengages the start-
er at 10% N2 and the engine should be motored for at least 60 seconds to elimi-
nate entrapped fuel or vapor.
The motoring can be performed for a maximum of three consecutive cycles (2 of
2 minutes and 1 of 1 minute with a cooling period of 15 seconds between each
cycles).
After three cycles or 4 miutes of continuous cranking, stop for a cooling period of
30 minutes.

74-00-24
A319/A320/A321 74-00 Starting 80-00
Figure 12: Wet Cranking Procedure

74-00-25
A319/A320/A321 74-00 Starting 80-00
Automatic Start EGT >250 deg C when restart (max 2 min)

The automatic start mode gives the EEC full control to automatically sequence the Loss of EGT
starter air valve, ignition relays and the fuel on / off torque motor. Upon receipt of The oil pressure is not monitored during Auto Start!
the appropriate start command signals from the engine interface unit (EIU), the
EEC commands, in sequence: The EEC automatically shuts off fuel, ignition, and starter air and provides the ap-
the starter air valve propriate fault indication to the cockpit. (Auto Start Fault)
ignition exiter relay(s), Autostart fault messages will be displayed until approximately idle speed.
alternatively selected for each ground start
The EECs ability to shut off fuel is inhibited above 43% N2 on the ground and at
both selected for inflight or manual starts all conditions inflight. In case of an automatic start abort, the EEC re-opens the
fuel on function of the torque motor which opens the shutoff valve. start valve when reaching 10% N2 for a 30 second dry motoring cycle to clear fuel
During a normal start, the starter air valve and ignition exciter are automatically vapor and to cool the engine.
turned off by the EEC at a predetermined N2 speed of 43% Then the operator has to select the Master switch to the OFF position by a com-
Starter assist will be comanded by the EEC for inflight starts at low MACH num- mand indicated on the ECAM page ("Master lever OFF").
bers where windmilling conditions are insufficient for engine starting. The operator then has to decide to perform a new engine start or troubleshoot the
(The EEC has input data necessary to activate starter assist function where nec- system.
essary.)
In case a Auto Start is initiated and one thrust lever is not in idle position a
ECAM warning is triggert. The start sequence will contiue and the engine will
accelerate to the trust lever position.
EEC Auto Start Abort

The autostart procedure commences only when the engine is not running, the
mode selector set to IGN/START and the master switch is ON.
Intermittent mode selector position or manual start push button switch selection
has no effect on autostart sequence once the autostart procedure is initiated.
Switching the master switch OFF during an autostart will close the fuel and starter
air valves and turn the ignition system off. It also resets the EEC.
The automatic start abort function is only available when N2 speed is below 43%
and in case of:
Start valve failure
Ignition failure
Pressure Raising Shut Off Valve failure
Hot start
Hung start
Surge

74-00-26
A319/A320/A321 74-00 Starting 80-00
Figure 13: Automatic Start Procedure

74-00-27
A319/A320/A321 74-00 Starting 80-00
Manual Start Figure 14: ECAM Start Pages

The engine manual start panel, used for manual start, is located on the overhead
panel and is composed of two manual start push button switches (one per engine).
The manual start mode limits the authority of the EEC so that the pilot can se-
quence the starter, ignition and fuel on/off manually. This includes the ability to dry
crank or wet crank.
During manual Start operation, the EEC Auto Startabort feature is not available
and conventional monitoring of the start parameters is required.
The EEC continues to provide fault indications to the cockpit.
The manual start procedure commences when the mode selector is set to:
IGN/START,
the manual start push button switch is set to ON and the master switch is OFF.
The starter air valve is then commanded open by the EEC.
When the master switch is turned ON (at 22% N2) during a manual start, both ig-
nitors are energized (IGN A/B) and fuel is turned on (Intial FF 180 KG/H).
Intermittent mode selector position has no effect on the manual start sequence
once the manual start procedure is initiated.
The starter air valve can be closed by selecting the manual start push button
switch OFF at any time prior to turning the master switch ON.
Once the master switch is turned ON, the manual start push button switch has no
effect on the start.
When the master switch is turned OFF, the control commands the HP fuel valve
closed, the starter air valve closed and the ignitors off and the EEC is resetted.

74-00-28
A319/A320/A321 74-00 Starting 80-00
Figure 15: Manual Start Procedure

74-00-29
A319/A320/A321 74-00 Starting 80-00
Continuous Ignition
With engine running, continuous ignition can be selected via the EEC either man-
ually using the rotary selector or automatically by the Full Authority Digital Engine
Control (FADEC).
Figure 16: Continuous Relight Logic

74-00-30
A319/A320/A321 74-00 Starting 80-00
Figure 17: Continuous Ignition Logic
SUPPLY SWITCHING
401XP.B 1 2 AB AB D WIRING DIAGRAM
115VAC 14F 14B 2
3 14D UNSD 7
ESS BUS 4 31-54-06 AB D 74-31-01
24-58-11 A J3 74-31-02
1JH C/B 6 N
CH.A
ENGINE/1 AND 2/ 7 M
A J3
ING/SYS A
49VU210
E J9
6 N
CH.B
901XP.A 1 2 7 M
14H E J9 4001JH1
115VAC AB PLUG-IGNITER, A
STAT INV 3 4 31-54-06 D A
AC 4 2 454 (464)
BUS 5 5
24-58-14 2JH1 (2JH2) C/B D
ENGINE/ING/ENG1 (ENG2)/ 1
SYS A/BAT
121VU212 UNSD 3
AC C
4 2 A
103XP.A 204XP.A 6 UNSD 7
1 2 AC C 4000JH1
115VAC 115VAC 1 A J3
AC 9 R EXCITER-
BUS 1 BUS 2 3 4 31-54-06 8 <G
CH.A IGNITION, A
24-58-02 24-58-02 A J3 454 (464)
3JH1 (3JH2) C/B
ENGINE/ING/
ENG1 (ENG2)/SYS B E J9
9 R
121VU212 8 CH.B
<G
E J9
C
4
5
C
SCH18
A(C)
P(G) UNSD AA 28VDC 4100KS A
S(J) 5B RELAY BOX 2
R(H) 436 (446)
73-25 1 4001JH2
A(C)
PLUG-IGNITER, B
454 (464)
SCH02 UNSD 3
A 26-12 A
1WD 45(2) A SCH01
ENG/APU LIGHT AB A A 9 4000JH2
FIRE PNL "FAULT" 21(3) FIRE EXCITER-
9A 7
R
8
210 ON A IGNITION, B
26-21 10(1) FAULT 454 (464)
4 5
A A
A 6 UNSD
3A 5A OFF SCH13 (SCH21) SCH09 A
1A 2A 4E ON
8LP (19LP) BOARD 5KS1 (5KS2) ANN-
ANN LT TEST ENG/1 (2) FIRE/FAULT
& INTFC 115VU210
SCH01 70VU126 73-25
33-14
3KC (2KC) CTL SW- J7
ENG/MASTER 1(2) P A EIU-1 (EIU-2)
115VU210 CH.B
N B BUS A INPUT
76-12 J7
J1
A 5A P A EIU-1 (EIU-2)
BUS A CH.A
1(21) B 5C N B BUS A INPUT
2(22) 1C CRANK AB J1
3(23) 1A AUTO J8 A
4(24) 1B IGNITION AA J7 73-25 SCH10 <Q 7
EEC1 (EEC2) A DISCRETE
14K <P A
EEC B
<P 8
INPUT B1 B 15J <D B J8
SCH08 OUTPUT 1
CH.B J9
T 3
6KS SEL SW- EEC B SOLENOID
L A <I 4
ENG/MODE/CRANK J9 CHANNEL B
TO EEC ARINC K B OUTPUT 2
AUTO IGN/IGN J7 J2
115VU210 INPUTS & OUTPUTS
J1 73-25 SCH10 <Q 5 DISCRETE
73-25 73-25 SCH10 L A <P 6
A EEC A
UNSD C2 A K B J2
C1 C3 1F MAN ENG START OUTPUT 2
CH.A J3
A A AA T 1
EEC A SOLENOID
EEC1 (EEC2) A 15A <P A <I 2
INPUT A1 B 15C <D B OUTPUT 1 J3 A
AA J1
SCH08
SCH03 SCH04 CHANNEL A
9KS1 (9KS2) P/BSW-
ENG/MAN START/1(2) 1KS1 1KS2 4000KS EEC 4005KS VALVE-
22VU212 EIU-1 EIU-2 436 (446) PNEUMATIC STARTER
73-25 85VU127 86VU128 73-25 436 (446)
73-25

74-00-31
A319/A320/A321 74-00 Starting 80-00
Figure 18: Engine Opearating Limits
Engine Rating N1 N2 EGT Max EGT Cont. EGT Start Pre start N1 Vib N2 Vib
EGT
V2533-A5 5650 14950 650 610 635 250 5.0 5.0
V2530-A5 5650 14950 650 610 635 250 5.0 5.0
V2528-D5 5650 14950 635 610 635 250 5.0 5.0
V2527-A5 5650 14950 635(E/M) 610 635 250 5.0 5.0
V2525-D5 5650 14950 620 610 635 250 5.0 5.0
V2500-A1 5465 14915 635 610 635 250 5.0 5.0
V2524-A5 5650 14950 635 610 635 250 5.0 5.0
V2522-A5 5650 14950 635 610 635 250 5.0 5.0

E is enhanced performance. M is for the corporate A319 jet.
The following operating limits apply to all engine ratings for the oil system.
Min start Min to Min to T/O Max trans Max limit Minimum Maximum
1.3EPR
Oil Pressure 60 psi ISA

dependant
Oil temperature -40 deg.c -10 deg.c 50 deg.c 156 deg.c 165 deg.c red
amber

74-00-32
A319/A320/A321 75-00
75 Engine Air - V2500A

75-00-1
A319/A320/A321 75-00 System Presentation
75-00 System Presentation Compressor Control

General
General The booster stage bleed valve, the variable stator vane and HP compressor bleed
valves systems are controlled by the EEC. The booster stage bleed valve controls
Nacelle Compartement and Accessory Cooling
the LP compressor airflow. The variable stator vane and the 7th and 10th stage
Bearing Compartment Cooling and Sealing bleed valves control the HP compressor airflow.
HP TurbineCooling
HP / LP Turbine Clearance Control System (ACC) Booster Stage Bleed Valve (BSBV) Control
Ignition System Cooling (REF, ATA 74) The BSBV position is controlled by the EEC. The EEC uses the BSBV feedback
75-30 Compressor Control signal from the LVDT to adjust the actual BSBV position.
LP Compressor Airflow Control System At low LP spool speeds the booster provides more air than the core engine can
HP Compressor Airflow Control System utilize. To match the booster discharge airflow to the core engine requirements at
low speed, excess air is bled off through booster stage bleed valves (BSBV) into
75-40 Nacelle Temperature Indicating the fan discharge air stream. At higher engine speeds the BSBV are closed so that
The external air system consits of the following subsystems: all the booster discharge (primary air flow) enters the core engine.
Fuel control system air bleed
Variable Stator Vane (VSV) Control
HP / LP turbine active clearance control
The VSV position is controlled by the EEC
High energy igniter harness cooling air
Engine bleed air. The EEC uses the VSV feedback signal from the LVDTs to adjust the actual VSV
position.
The internal air system consits of:
Propulsion airflow (secondary & primary flows) The VSV system maintains a satisfactory compressor performance over a wide
range of operating conditions. The system varies the angle of the inlet guide vanes
Bearing compartments pressurizing air and stator vanes to aerodynamically match the low pressure stages of compres-
Cooling air sion with the high pressure stages. This variation of vane position changes the ef-
fective angle at which the air flows across the compressor blades and vanes. The
FADEC Compressor and Clearance Control VSV angle determines the compression characteristics (direction and velocity) for
any particular stage at compression.
General
The engine compressor and clearance control system are provided with servo HP Compressor Bleed Valves
valves operated by fuel pressure, but the HP compressor handling bleed valves The 7th and 10th stages bleed valves maintain a more stable operation of the
are operated by pneumatic pressure. compressor.
The actuators have two feedback signals, one for channel A one for channel B,
exept for the HP compressor handling bleed valves which do not have any position
feedback.
There is a cross-talk between the two channels, so that each channel knows the
position sensed by the other channel.

75-00-2
Figure 1: Compressor Control Schematic

75-00-3
75-31 LP Comp. Air Flow Sys.

Booster Bleed System
General
The primary function of the LP compressor airflow control system is to control the
airflow thus ensuring compressor stable operation during:
Engine start.
Engine transient operation.
Description
General
the airflow control system includes:
1. Two bleed-valve actuating rods
2. Pisten Jack Fork End
3. An LPC bleed-master actuator
4. An LPC bleed-slave actuator
5. Intermediate Structure
A booster bleed valve and actuating mechanism

The airflow control system automatically operates to control the air bled from the
LP compressor.
The two actuators are mechanically attached to each actuating rod and, the bleed
- valve and actuating mechanism. The two actuators are connected hydraulically
and operate together by command and feedback signals from/ to the EEC.
FAIL SAFE POSITION:
"BSBV OPEN"
In case of a malfunction "ENG 1 (2) COMPRESSOR VANE" is displayed on the
ECAM E / WD.

75-00-4
Figure 2: Booster Stage Bleed Valve System

75-00-5
BSBV Actuating Mechanism

Booster Bleed Valve and Actuating Mechanism
Description
The bleed valve and actuating mechanism is a sub - assembly which includes:
The support ring.
The ring valve
The two upper arms, the lower arms and the eight mid arms.
The two actuating rods connect the two upper power arms to the two actuators.
The bleed valve and actuating mechanism operates to make each bleed valve
synchronized, in relation to the positions of the two actuators.

75-00-6
Figure 3: BSBV and Actuating Mechanism

75-00-7
75-32 HP Comp. Air Flow Sys. Operation of the VSV Actuator

Dual wound torque motors convert electrically isolated drive signals from each
VSV System Components channel of the Electronics Engine Control (EEC) into hydraulic drive signals to po-
sition the actuator piston. If power to the stator vane actuator torque motor is lost,
The four stages of variable incidence stators comprise inlet guide vanes to stage
the stator vane actuator will go to the full open position.
3 and stages 3, 4 and 5 stator vanes.
General Variable Stator Vane Actuation Mechanism

The variable geometry operating mechanism for the compressor comprises the
The purpose of this system is to position the Inlet Guide Vanes (IGV) and stator
following elements
vanes, using a fuel driven hydraulic actuator, in response to electrical signals pro-
vided by the EEC. actuator/crankshaft drag link
crankshaft (steel)
Variable Stator Vane (VSV) Control four crankshaft/unison ring drag links
The VSV position is controlled by the EEC as a function of N2 / square root of theta four unison rings
T 2.6 (synteziesed value). spindle levers (titanium)
The EEC uses the VSV feedback signal from the LVDTs to adjust the actual VSV variable IGVs and stage 3, 4, and 5 variable stators
position. FAIL SAFE POSITION:
Description "VANES OPEN"
In case of a malfunction "ENG 1 (2) COMPRESSOR VANE" is displayed on the
Variable Stator Vane Actuator ECAM E / WD.
The stator vane actuator accurately controls vane movement with respect to a
torque motor current supplied by the EEC. Operation of the stator vanes in regu-
lated by accurate control of high pressure fuel flow to one or other side of a differ-
ential area piston. The piston has an externally adjustable low speed stop at the
extended end of its travel. The high speed stop is formed by a collar which limits
piston retraction. Provision is made to lock the piston with a rigging pin for setting
purposes.
Linear Variable Differential Transformer (LVDT)

A Dual Wound Linear Variable Differential Transformer (LVDT) is located in the
center of the actuator piston rod. The LVDT completes the electronic control loop
by providing a signal of actuator position to the Engine Electronic Control.
Engine Linkage with the VSV Actuator

The engine IGV and Stator Vane linkage is connected to a fork end on the piston
rod of the VSVA unit. The securing pin of link on to fork end.

75-00-8
Figure 4: VSV System Components

75-00-9
VSV Rigging
Variable Stator Vane System (VSVS)
Actuator Installation / Rigging
Before the actuator is removed it is important that the VSV crankshaft assembly is
locked in order to prevent damage to the stator vanes.
Rig pins are provided to lock the crankshaft and the actuator, as shown below.
After the fuel supply and return tubes have been disconnected the crankshaft
should be rotated to align the rig pin holes in the input lever and the front bearing
housing.
Spanner (Wrench) flats are provided on the crankshaft for this purpose. Installing
the rig pin locks the crankshaft assembly with the actuator and vanes in the high
speed position (actuator fully retracted).

75-00-10
Figure 5: VSV Actuator Rig

75-00-11
Handling Bleed Valves

Handling bleed valves are fitted to the H.P. compressor to improve engine starting,
and prevent engine surge when the compressor is operating at off-design condi-
tions.
A total of four bleed valves are used, three on stage 7 and one on stage 10.
The handling bleed valves are two position only - fully open or fully closed, and
are operated pneumatically by their respective solenoid control valve.
The solenoid control valves are scheduled by the EEC as a function of N2 and
T2.6 (N2 corrected).
When the bleed valves are open, H.P. compressor air bleeds into the fan duct
through ports in the inner barrel of the 'C' ducts.
The servo air used to operate the bleed valves is H.P. compressor delivery air
known as P3 or Pb.
The bleed valves are arranged radially around the H.P. compressor case as
shown below.
Silencers are used on some bleed valves.
All the bleed valves are spring loaded to the open position and as a result will al-
ways be in the correct position (open) for starting.

75-00-12
Figure 6: HP Compressor Bleed Valves

75-00-13
Handling Bleed Valves Function During an engine deceleration the reverse operation occurs and the bleed valve
opens.
Description Handling bleed valves (surge bleed)
The bleed valve is a two position valve and is either fully open or fully closed. The The bleed valves and the solenoid control valves all operate in the same manner.
bleed valve is spring loaded to the open position and so all the bleed valves will
be in the correct position - open - for the engine start. When the engine is started FAIL SAFE POSITION: "7th and 10th OPEN".
the bleed air from the engine will try to close the valve. The valve is kept in the
open position by servo air (P3) supplied from the solenoid control valve (solenoid
de-energised). The bleed valves will be closed at the correct time during an engine
acceleration by the EEC energising the solenoid control valve vents the P3 servo
air from the opening chamber of the bleed valve, and the bleed valve will move to
the closed position.
Operating Schedule
The schedule for one bleed valve - 7C - is shown, in detail, below.
Steady State
It can be seen that the valve will be commanded closed at stabilised min idle, 8600
N2, and will not be opened again in Steady state.
Transient
The valve will be commanded open during engine acceleration whenever N2 is
below the transient closing speed. Thus during an acceleration from min "idle to
max" speed the valve will be opened and will remain open until the speed passes
the transient closing speed.
If the acceleration is to a speed below the transient closing speed the valve will
remain open until the acceleration timer expires (30 seconds).
During decelerations the valve will be commanded open whenever N2 is below the
transient opening speed. The valve remains open until the deceleration ceases
and a deceleration time, 2 seconds, expires.
The transient regime is slightly modified for operation above 15000 ft but op-
erates in the same way.
Surge / Reverse
If the engine is operating in reverse thrust operation is the same as Transient but
different speeds apply. In the event of an engine surge the valve will be command-
ed open, if the speed is below the open speed, and will remain open until the en-
gine restabilises.

75-00-14
Condition N2C26 7A status 7B status 7C status 10 status

SS ONLY SS ONLY SS & TR SS ONLY
open - closes before open - closes on reaching open - closes before
starting <8623 open
reaching idle idle reaching idle
idle/taxi 8623 open closed closed* closed
opens on detection of
take off acceleration 8623<N2C26<12100 open>closed closed acceleration, then closes closed
at mid-power
Begin T/O 12100, 90% de-
take off (including derates) rated 12044, 80% derated closed closed closed* closed
11965
Begin 11869, Mid 12142, End
climb closed closed closed* closed
12294
cruise (mid) ~12100 closed closed closed* closed
opens on detection of
end of cruise deceleration 12000<N2C26<10819 closed>open closed closed
deceleration, then closes
top of descent 10819 open closed closed* closed
mid descent 10211 open closed closed* closed
end of descent 8509 open closed closed* closed
approach 9085<N2C26<11560 open closed closed*,*** closed
touchdown 9745 open closed closed* closed
open (if N2C26 below open (if N2C26 below
reverse 12135 closed closed
certain threshold) certain threshold)
idle/taxi <8623 open closed closed* closed
open (if N2C26 below open (if N2C26 below open (if N2C26 below
surge recovery NA closed
certain threshold) certain threshold) certain threshold)
* bleed valve will open in response to throttle lever angle variation

** the holding condition varies based on aircraft weight, landing runway altitude, airport traffic, typical mission etc. the EEC does not have a unique TRA position for holding
conditions. generally a 30% maxmum take off thrust is used for holding condition power setting.
*** bleed valve will open when approach mode is selected and engine switches from low to high idle

75-00-15
Figure 7: HBV OPEN/CLOSED Schematic

75-00-16
Bleed Valve Locations

The bleed valves are arranged radially around the HP compressor case as shown
below.

75-00-17
Figure 8: Bleed Control Valve Solenoids

75-00-18
Handling Bleed Valve Malfunctions Figure 9: HDLG Bleed Valves Malfunction Tables
A engineering order (010169) is released to cover this problems.
7TH / 10TH STAGE HANDLING BLEED VALVES STICKING
Hung starts or starting stalls experienced due to 7th and 10th stage handling bleed
valves failing to open or close.
The consequences of the malfunction of one or more handling bleed valves on:
the ground and airstart capability,
the engine operability (surge free operation)
the engine performance (EGT, fuel consumption)
have been assessed and are summarized in the following tables:
A bleed test set is provided to check the bleed valves and solenoid valves
for proper function.

75-00-19
HP Turbine In the open position (solenoid de-energised) the valve allows 10th stage air to flow
through two outlet tubes down the left and right hand side of the diffuser case and
10th Stage Make-Up Air Valve then pass into the engine across the diffuser area. The air then discharges into the
area around No 4 bearing housing.
The two position stage 10 ON / OFF valve is bolted to the 10th stage manifold at
the top of the engine compressor case. The E.E.C. will keep the air valve open at all engine operating phases except
cruise. The valve incorporates 2 micro switches for transmitting valve posi-
Purpose tion to the E.E.C channel A & B.
The make up air discharges into the area around No 4 bearing housing and sup- The "fail safe" position is valve open, solenoid de-energised.
plements the normal airflows in this area and increases the cooling flow passing
to the H.P. turbine, stage 2. Figure 10: HPC 10 Cooling Tubes 4 Off
All of the HPT airfoils are cooled by secondary air flow.
The first stage HPT blades are cooled by the HPC discharge air which flows
through the fist stage HPT duct assembly.
The second stage vane clusters are permanent cooled by 10th stage compressor
air mixed with thrust balance seal vent air supplied externally. The 10th stage air
is supplied through 4 tubes (2 tubes on each engine side)
Second stage HPT cooling air is a mixture of HPC discharge air and 10th stage
compressor (make up air). This air moves through holes in the first stage HPT air
seal and the turbine front hub into the area between the hubs. The air then goes
into the second blade root and out the cooling holes,
10th Stage "Make-Up" Air System

Introduction
The make up air discharges into the area around No4 bearing housing and sup-
plements the normal airflows in this area and increases the cooling flow passing
to the H.P. turbine, stage 2.
The cooling air used is taken from the 10th stage manifold, and is controlled by a
two position pneumatically operated valve.
The valve position is controlled by the E.E.C. as a function of corrected N2 and
altitude.
Operation
Signals from the E.E.C. will energise / deenergise the solenoid control valve.
This directs pneumatic servo supplies to position the 10th stage air valve to the
open / close position.

75-00-20
Figure 11: HP Turbine Cooling Air Schematic

75-00-21
Figure 12: Stage10 to HPT Air Control Valve

75-00-22
Figure 13: Air Systems Schematic

75-00-23
Turbine Cooling Control LPT ACC is closed.

The EEC controls the actuation of an Active Clearance Control (ACC) valve for the Position C
HP and LP turbine active clearance control and a 10th stage make-up air valve for
supplementary internal cooling of the turbines. This position represents a typical take off condition. This position is altitude de-
pendent.
HP Turbine (10th Stage) Cooling Air Control HPT ACC is starting to open.
The HP turbine cooling air valve (make up air valve) supplies supplemental air LPT ACC is at 70%.
(from HPcompressor 10th stage) to cool the 2nd stage vanes, hubs and discs of
the HP. Position D and E
The valve operates as a function of high rotor speed and altitude and incorporates These positions represent typically cruise and top of descent conditions. This po-
a 2 - position switch to provide a feedback signal to the EEC (channels A and B). sition is altitude dependent.
During cruise the valve is closed. HPT ACC at D is 30% and at E is fully open.
LPT ACC is fully open at points D and E.
HPT/LPT Active Clearance Control (HPT/LPT ACC)
The active clearance control (ACC) system ensures the blade tip clearances of the
turbines for better performance. Fail Safe
The HPT / LPT ACC valve modulates fan air flow to the HP and LP turbine cases. When there is no torque motor current or no fuel servo pressure, the actuator pis-
The EEC controls the opening and closing of the ACC system by monitoring input ton moves to point A. LP valve will be partially open (-44 deg)
signals of: The actuator piston remains at this point at all defective conditions.
Corrected N2. (HP valve closed)
Altitude.
The dual track LVDTs will send feedback signals to the EEC of the ACC system
operation.
Operating Schedule
The graph shown below represents the conditions of engine operation and the ef-
fect it has on the modulating air valves position.
Position A
At position A the engine is shut down. This is also the failsafe position.
HPT ACC valve is closed.
LPT ACC valve is at 44%.
Position B
This position represents idling conditions.
HPT ACC is closed.

75-00-24
Figure 14: Turbine Cooling Control Schematic

75-00-25
HPT / LPT Active Clearance Cont. Sys. Figure 15: ACC Valve
The HP / LP Turbine Active Clearance Control (ACC) system uses fan air to cool
the HP and LP cases for blade tip clearance control in order to improve engine
performance and maximize the turbine cases life time. Fan air is drawn from a
common HP / LP turbine ACC air scoop in the fan duct. This air is divided into HP
and LP cooling air and passes through individual short ducts to the Active Clear-
ance Control Valves which direct air for both HP and LP turbine case cooling.
The HP Turbine Clearance Control Valve is equipped with 4 plugs in the
valve vane. This plugs can be removed according to a service bulletin to al-
low a permanent cooling of the HP turbine.
In case of a valve removal / installation the same configuration must be pro-
vided on the new valve.
If the plugs must be removed, there is a storage bracket provided on the ac-
tuator rod. Do not throw the plugs away !

75-00-26
Figure 16: LPT / HPT Active Clearance Control Valve

75-00-27
HPT / LPT Cooling Manifolds

HP Turbine Manifold
The assembly consists of a left and right hand tube assemblies which are a simple
push fit into the manifold.
Air outlet holes on the inner face of the tubes direct the air onto the HP turbine cas-
ings.
LP Turbine Manifold
The assembly consists of a upper and lower tube assemblies with integral mani-
folds, both ends of the cooling tubes are sealed.
Air outlet holes on the inner surfaces direct the air onto the LP turbine cases.

75-00-28
Figure 17: HPT / LPT Cooling Manifolds

75-00-29
Nacelle Ventilation
Ventilation is provided for the fan compartment Zone 1, and the core compartment
Zone 2 to:
prevent accessory and component overheating
prevent the accumulation of flammable vapours.
Zone 1 Ventilation
Ram air enters the zone through an inlet located on the upper L.H. side of the air
intake cowl. The air circulates through the fan compartment and exits at the ex-
haust located an the bottom rear centre line of the fan cowl doors.
Zone 2 Ventilation
The ventilation of Zone 2 is provided by air exhausting from the active clearance
control (A.C.C.) system around the turbine area. The air circulates through the
core compartment and exits through the lower bifurcation of the "C" ducts.
Ventilation during Ground Running

During ground running local pockets of natural convection exist providing some
ventilation of the fan case - Zone 2.
Zone 2 ventilation is still effected in the same way as when the engine is running.

75-00-30
Figure 18: Nacelle Ventilation

75-00-31
75-41 Nacelle Temperature

Figure 19: Classic Lower ECAM Indication

14
Nacelle Temperature General
The Nacelle Temperature Sensor has a Measurement Range of -54C to 330C
/),&),4%2
This Signal is fed to the EIU which Transforms the Information to digital Form.
#,/' #,/'
The EIU Transmits the Data to the ECAM System. 03)
On Classic Aircraft the nacelle temperature is displayed if the system is not in en-
gine starting mode and one of the two temperatures reaches the advisory thresh- &&),4%2
old. # #,/' #,/'
A advisory indication will be created on the engine system page when the temper-
ature reaches approx. 300 - 320C. .!#
On enhanced aircraft the nacelle temperature indication is permanently displayed. #
Figure 20: Enhanced Lower ECAM Indication

03)
#,/'
#
6)"
.
.
.!#
#

4!4 # ',/!$ '7 +'

3!4 #
)3! #

(

75-00-32
Figure 21: Nacelle Temperature Sensor

75-00-33

75-00-34
A319/A320/A321 76-00
76 Engine Controls - V2500A

76-00-1
A319/A320/A321 76-00 Engine Controls
76-00 Engine Controls A mechanical cam design is provided to allow reverse thrust selection when thrust
lever is at forward idle position.
The thrust lever has 3 stops at the pedestal and 3 detents in the artificial feel unit:
Throttle Control System
General
The throttle control system consist of:
the throttle control lever
the throttle control artificial feel unit (Mechanical Box)
the thrust control unit
the electrical harness.
The design of the throttle control is based upon a fixed throttle concept:
this means that the throttle control levers are not servo motorized.
Thrust Control Unit

The Thrust Control Unit contains two resolvers, each of which sends the thrust le-
ver position to the Electronic Engine Control. The extraction current for the resolv-
ers is provided by the EEC.
Autothrust Disconnect Pushbutton

The autothrust instinctive disconnect pushbutton can be used to disengage the
autothrust function.
Thrust Levers
General
The thrust levers comprises:
a thrust lever which incorporates stop devices and autothrust instinctive dis-
connect pushbutton switch
a graduated fixed sector
a reverse latching lever.
The thrust lever is linked to a mechanical rod. This rod drives the input lever of the
throttle control artificial feel unit (Mechanical Box).
Reverse Thrust Latching Lever

To obtain reverse thrust settings, the revers thrust laching lever must be lifted.

76-00-2
Figure 1: Engine Thrust Lever Control
ENGINE THRUST LEVER CONTROL

AUTOTHRUST
DISCONNECT PB
REVERSE THRUST
LATCHING LEVER
THRUST LEVER
REVERSE THRUST
LATCHING LEVER
MECHANICAL
BOX
THRUST CONTROL
UNIT
FMU CHANNEL A
RESOLVER 1
FUEL
METERING
EEC RESOLVER 2
VALVE CHANNEL B

76-00-3
Bump Rating Push Button(A1 Engined Aircraft only) Figure 2: Bump Push Bottons
This Push Buttons are optional equipment.
In some cases the throttle control levers are provided with "BUMP" rating push
buttons, one per engine. This enables the EEC to be re-rated to provide additional
thrust capability for use during specific aircraft operations.
Bump Rating Description

The takeoff bump ratings can be selected, regardless of the thrust lever angle,
only in the EPR mode when the airplane is on the ground.
The bump ratings, if available, are selected by a push button located on the thrust
lever.
Actuation of the switch will generate a digital signal to both EECs via the EIU. The
maximum take-off rating will then be increased by the pre-programmed delta EPR
provided the airplane is on the ground.
The bump ratings can be de-selected at anytime by actuating the bump rating
push button as long as the airplane is on the ground and the thrust lever is not in
the maximum takeoff (TO) detent.
Inflight, the bump ratings are fully removed when the thrust lever is moved from
the TO detent to, or below, the MCT detent.
The bump rating is available inflight (EPR or rated N1 mode) under the following
conditions.
Bump rating initially selected on the ground.
TO/GA thrust lever position set.
Airplane is within the takeoff envelope.
The bump rating is a non-standard rating and is only available on certain desig-
nated operator missions.
Use of the bump rating must be recorded. This information is for tracking by main-
tenance personnel.

76-00-4
Figure 3: Flat Rated Thrust Control and Modification Inputs

76-00-5
Artificial Feel Unit (Mechanical Box)

The Throttle control artificial feel unit is located below the cockpit center pedestal.
This artificial feel unit is connected to engine 1(2) throttle control lever and to the
engine 1(2) throttle control unit by means of rods.
The artificial feel unit is a friction system which provides a load feedback to the
throttle control lever.
This artificial feel unit comprises two symmetrical casings, one left and one right.
Each casing contains an identical and independent mechanism.
Each mechanism is composed of:
a friction brake assembly
a gear assembly
a lever assembly
a bellcrank assembly
Throttle lever travel is transmitted to the to the artificial feel unit and to the throttle
control unit.
The linear movement of the throttle levers is transformed into a rotary movement
at the bellcrank which turns about the friction brake assembly shaft. This move-
ment rotates a toothed quadrant integral with the shaft.
This toothed quadrant causes inverse rotation of a gear equipped with a disk
which has four detent notches. Each notch corresponds to a throttle lever setting
and is felt as a friction point at the throttle levers.

76-00-6
Figure 4: Mechanical Boxes

MECHANICAL BOX(ES) MECHANICAL
An adjustment screw BOXES
is provided at the
lower part of each
mechanical box to
adjust the artificial
GEAR feel.
FRICTION
ASSEMBLY
BRAKE
ASSEMBLY CASING
RIGGING
POINT
ADJUSTMENT
SCREW
BELLCRANK
ASSEMBLY
FRICTION LEVER
ADJUSTMENT ASSEMBLY DETENT FORCE
SCREW ADJUSTMENT

76-00-7
Throttle Control Unit

The throttle control unit comprises:
an input lever
mechanical stops which limit the angular range
2 resolvers whose signals are dedicated to the EEC (one resolver per channel
of the EEC)
6 potentiometers fitted three by three. Their signals are used by the flight con-
trol system
a device which drives the resolver and the potentiometer
a pin device for rigging the resolvers and potentiometers
a safety device which leads the resolvers outside the normal operating range
in case of failure of the driving device
two output electrical connectors.
The input lever drives two gear sectors assembled face to face. Each sector drives
itself a set of one resolver and three potentiometers.
Relation between TRA and TLA:
The relationship between the throttle lever angle and throttle resolver angle
(TRA) is linear and: 1 deg. TLA = 1.9 TRA.
The accuracy of the throttle control unit (error between the input lever position and
the resolver angle) is 0.5 deg. TRA.
The maximum discrepancy between the signals generated by the two resolvers is
0.25 deg. TRA.
The TLA resolver operates in two quadrants:
The first quadrant serves for positive angles and the fourth quadrant for negative
angles.
Each resolver is dedicated to one channel of the EEC and receives its electrical
excitation from the EEC.
The EEC considers a throttle resolver angle value:
less than -47.5 deg. TRA or
greater than 98.8 deg. TRA as resolver position signal failure.
The EEC incorporates a resolver fault accomodation logic. This logic allows en-
gine operation after a failure or a complete loss of the throttle resolver position sig-
nal.

76-00-8
Figure 5: Thrust Control Units
CROSS SECTION
3 COUPLED POTENTIOMETERS
ELECTRICAL
CONNECTORS
C
C
CONTROL
LEVER
C TOOTHED
SEGMENTS
RESOLVER RIGGING
POINT
THRUST CONTROL UNIT(S) C ONE

3 COUPLED RESOLVER
POTENTIOMETERS
2 units
Each unit consists of :
2 resolvers
6 potentiometers. CONNECTORS

76-00-9
Rigging
The throttle control levers must be at the idle stop position to perform the rigging
procedure.

76-00-10
Figure 6: Thrust Control System Rigging

76-00-11
AIDS Alpha Call Up of TRA

Using the Aids Alpha call up it is possible to check both TRA (Thrust Resolver An-
gle)
Figure 7: Alpha Call-up TRA

76-00-12
A319/A320/A321 77-00
77 Indicating - V2500A

77-00-1
A319/A320/A321 77-00 Engine Indicating Presentation
77-00 Engine Indicating Presentation Starter valve positions, the starter duct pressure and during eng start up, that
operating Ignition system (ONLY ON ENGINE START PAGE)
In case of high nacelle temperature a indication is provided below the engine
Indication General oil temp. indication.
Engine Vibration - of N1 and N2
Primary Engine Display As warnings by system problems only:
The primary engine parameters listed below are permanently displayed on the En- OIL FILTER COLG
gine and Warning display (E/WD): Fuel FILTER CLOG
Engine Pressure Ratio (EPR) No. 4 BRG SCAV VALVE with valve position
Exhaust Gas Temperature (EGT) Some engine parameters also displayed on the CRUISE page
N1 (low rotor speed)
N2 (high rotor speed)
FF (fuel flow)
After 5 min of the power up test the indication is displayed in amber and figures
are crossed (XX). Normal indication can be achieved by using the FADEC GRD
power switches, one for each engine at the maintenance panel or by the MODE
selector switch on on the Engine panel at the pedestal in CRANK or IGN / START
position for both engine.
If a failure occurs on any indication displayed, the indication is replaced by amber
crosses, the analog indicator and the marks on the circle disappear, the circle be-
comes amber.
Only in case of certain system faults and flight phases a warning message ap-
pears on the Engine Warning Display.
Secondary Engine Display

The lower display shows the secondary engine parameters listed below. The en-
gine page is available for display by command, manually or automatically during
engine start or in case of system fault:
Total FUEL USED
For further info see ATA 73
OIL quantity
OIL pressure
OIL temperature

77-00-2
Figure 1: Engine ECAM Indications
Upper E/WD Lower ENG System Display
ENGINE
1.4 1.4
1.2
1.6
1.2
1.6
F.USED
EPR FLX 1. 296 56 C 207 KG 215 VIB (N1)
1 1. 296 1 1. 296 1. 6 1. 6
FF KG/H
4 4 25 OIL 25
8
EGT 8 3040 3040 VIB (N2)
QT
464 C 464 FOB: 6700 KG 0 14 .5 0 14 .5 0. 3 0. 3
S FLAP F 300 300
4 10 N1 4 10 PSI
%
82. 6 82. 6 0 166 0 166
2
N2 140 C 140
89. 0 %
89. 0
AB
T.O AUTO BRK T.O INHIBIT
SIGNS ON IGNITION PSI 35 0 PSI
SPLRS ARM LDG LT
FLAPS T.O TAT +10 C GW 54700 KG
T.O CONFIG NORMAL SAT +10 C 03 H 25
ENG Control
Panel
MASTER 1 ENG MASTER 2
RH lower Overhead Panel
Overhead Maint. Panel Attention Gatters
ENG
ON
2
O
ON
ENG ENG
ENG MASTER ENG MODE MAN START N1 MODE
FADEC GND PWR OFF 1 NORM OFF
OFF
F 1 2 1 2
1 2 WARN IGN
CRANK START
FIRE FIRE
MASTER FAULT
FAULT ON ON ON ON
ON ON CAUT
1 2

77-00-3
77-10 Power Indicating 1.When a thrust lever is set between two positions the EEC selects the
rating limit corresponding to the highest mode.
EPR Indication 2.When idle is selected the EEC selects CL
3.When M REV is selected, the EPR rating limit value is re placed by am-
EPR - Engine Pressure Ratio ber crosses (M REV mode is limited by N1)
The Engine Pressure Ratio indicating system consists of one combined P2 / T2 On ground (with engines running)
sensor and eight ports located in each of the three LPT exhaust case struts, P4.9. With engines running, on ground, whatever the lever position is, this limit
The pressure from this sensors are routed to the EEC pressure transducer. The corresponds to: TO GA thrust limit.
EEC converts the signal to a digital format and process the pressure to form actual With engine running, on ground, if FLX mode is selected, FLX EPR is dis-
ERP (P 4.9 / P 2) and transmits the ERP value to the ECAM. Each of the two chan- played whatever the thrust lever position between IDLE and FLX / MCT.
nels performs this operation independently. If FLX mode is selected, the flexible take off temperature in C, selected through
1. Actual EPR the FMS MCDU s, is displayed. For FLX mode indication the ADIRUs must be
Actual EPR is green. switched on.
2. Cyan EPR command arc (transient) The temperature value is displayed in green and the C is displayed in blue.
from current EPR pointer to EPR command value. is only displayed with A / If a failure occurs on any indication displayed, the analog indication is replaced by
THR engaged. amber crosses, the analog indicator and the marks on the circle disappear, the cir-
3. EPR TLA (white circle) cle becomes amber.
Predicted EPR corresponding to the thrust lever position.
4. EPR max (thicker amber mark)
It is the limit value of EPR corresponding to the full forward thrust lever position.
5. REV indication
Appears in amber when one reverser is unstowed or unlocked or inadvertenly
deployed. (In flight, the indication first flashes for 9 sec. and then remains
steady. It changes to green when the reverser is fully deployed.
6. Thrust limit mode, EPR rating limit
TO GA, FLX, MCT, CL, MREV selected mode is displayed in green, the asso-
ciated EPR rating is displayed in blue. In MREV no EPR value is displayed.
Thrust limit mode is displayed in digital form, it indicates the mode which the EPR
limit value will be computed.
In flight (or on ground with ENG stopped):
The selected mode corresponds to the detent of the most advanced thrust
lever position
Rating limit is computed by the EEC receiving the highest actual EPR value
(except on ground with ENG stopped where it is computed by the EEC re-
ceiving the most advanced thrust lever position).

77-00-4
Figure 2: EPR Indication - Upper ECAM Display Unit
3 4
2
6
5 1.4 1.4
1.2 1.2
1.6 1.6
REV EPR FLX 1. 503 35 C
1 1. 296 1 1. 152
1 OR
4 4 TOGA 1. 520
8 8
EGT
OR
464 C 464 MCT
OR
4 10 N1 4 10 CL
%
82. 6 82. 6 OR
MREV
N2
89. 0 %
89. 0 x
T.O AUTO BRK T.O INHIBIT
SIGNS ON IGNITION
SPLRS ARM LDG LT
FLAPS T.O
T.O CONFIG NORMAL

77-00-5
EPR System Components

P2 / T2 Sensor
The P2 / T2 sensor is located near the 12 oclock position of the inlet cowl. It meas-
ures total pressure and temperature in the inlet air stream of the engine forward of
the engine front flange. The dual output total temperature measurement is accom-
plished by two resistance-sensing elements housed in the P2/T2 sensor body.
Each channel of the Electronic Engine Control (EEC) monitors one of these resist-
ance elements and converts the resistance measurement to a temperature equiv-
alent.
The total air pressure is carried via pressure tubing to the pressure sensor located
in channel A of the EEC.
The P2 / T2 sensor has an anti-icing function accomplished by a single heating
element internally bonded to the sensor. The heater is a hermetically sealed, co-
axial resistance element brazed internally to the sensor casting. Aircraft power,
which is used for the heater, is switched on and off by the EEC depending on TAT
(< 7,2 C heater "ON"), via the relay box.
In case of loss of P2 / T2 heating, an automatic reversion from EPR mode
to unrated N1 mode occurs.
P4.9 Sensors
THE P4.9 SENSOR AND MANIFOLD HAS THREE PROBES WHICH MEASURE
THE TOTAL PRESSURE OF THE EXHAUST GAS STREAM.
Struts 4, 7 and 10 contain the pressure sensing ports. Each sensing point contains
eight radial pressure sensing ports which are combined to yield an average pres-
sure. The resulting average radial pressure value from each strut is then plumbed
into a manifold which provides an overall turbine exhaust pressure average
(P4.9). A tube from this manifold is connected to the Electronic Engine Control
(EEC channel A).
A pressure transducer located within the EEC converts the average pressure at
station 4.9 into a useable electronic signal (proportional to pressure) that can be
processed and used by the EEC to control the engine.

77-00-6
Figure 3: P2 / T2 and P4.9 Sensor

77-00-7
P2 / T2 Heater
Aircraft Power, which is used for the heater, is switched on and off by the EEC, via
the relay box.
The heater and the heating Circuit can be tested using the FADEC CFDS Test
menu.
The relay box also contains the 115v Ignition relays.
FAIL SAFE POSITION:

"PROBE HEATER OFF"

77-00-8
Figure 4: P2/T2 Heater Schematic

77-00-9
FADEC P2/T2 Heater Test

Figure 5: P2/T2 Heater Test

.%840!'%


77-00-10
77-20 Temperature Thicker amber mark is set at 610 C, it is the max EGT value up to MCT thrust.
It is not displayed during:
EGT Indication Engine start up, instead a amber mark is placed at 635 C
Take Off sequence.
EGT Indicator 3. Max permissible EGT
1. Actual EGT Goes up to 650 C. A red band begins at the point of over temperature and a
Normally displayed in green. red cross line appears at the max value achieved.
Pulses amber up to MCT when EGT 610 C. 4. Red cross line
Pulses red when EGT 650 C. is set at the max EGT over temperature achieved during the last leg. The red
EGT index pulsing amber must be disregarded when using TO or FLX cross line will disappear through corresponding DMC s
thrust. MCDU action or by the next T/ O.
2. Max EGT
Figure 6: EGT Indication

77-00-11
EGT Probes The EEC uses the Exhaust Gas Temperature in the engine start control logic and
also transmits the EGT signal to the ECAM.
The measurement channel for the exhaust gas temperature consist of:
Four probe assemblies, each comprizing 2 thermocouples. The EGT probes are located at engine station 4.95 (LPT exhaust case strut), at
9.5, 7.5, 4.5 and 2 O Clock.
four thermocouples (one from each probe assembly) are used to form an
averaged signal send to the channel "A" of the EEC. The thermocouples are connected, in parallel, to the junction box for each chan-
the remaining four thermocouples (one from each probe assembly) are nel, from where two indepent signals are send to the EEC. Each signal is an av-
used to form an averaged signal, send to channel "B" of the EEC. erage of the four probes.

77-00-12
Figure 7: EGT System

77-00-13
77-10 Power
N1 and N2 Indication ENG ENG
MAN START N1 MODE
N1 Indication 1 2 1 2
The low pressure rotor speed signal is used in the EEC for engine control compu-
tation and for ECAM visual display.
1. Actual N1
Displayed normally in green. ON ON ON ON
Pulses red if N1 exceeds 100%.
Pulses amber when N1 exceeds the N1 rating limit, in N1 MODE.
6. N1 MODE switches
2. Max permissible N1
ON: Thrust control reverts from EPR mode to N1 rated mode.
is 100 %. At 100 % a red band begins.
Following an automatic reversion to N1, rated or unrated mode, pressing the
If the RPM exceeds 100 % index and numeric value pulses red. P/B switch to confirm the mode.
3. Red cross line ON, it illuminates blue
is set at the max N1 over speed value achieved during the last leg. OFF: If available, EPR mode is selected
4. White circle
N1 command corresponding to the thrust lever (angle) position (predict N1) ap- N2 Indication
pears when in rated N1 mode. The signal fore the HP rotor speed is originated from the dedicated alternator to
N1 rated MODE can activated automatically or by switching the N1 MODE the EEC for use in engine control computation and to the ECAM for visual display
switch at the overhead panel (close to the ENG MAN START switches). on ECAM. A separate signal goes to the engine vibration monitoring unit (EVMU)
Both engine must be in the same MODE, rated or unrated. for use in processing engine vibration data.
Not displayed in unrated N1 MODE. 7. Actual N2
Auto thrust is not active in rated N1 mode. Digital indication normally green.
General: A failure title will be displayed on E / WD in the MEMO display. It is overbrightness and grey boxed during engine start sequence up to 43 %
(starter cut out).
5. CHECK
Turns red if N2 exceeds 100 % and a red "X" appears. The red "X" will disap-
appears for EPR, EGT, N1, N2 and FF, if the displayed value compared by the
pear through corresponding DMCs - MCDU action or by the next T/O.
DMC s with the actual value from the EEC differs and the last digit from the
value shown will be XX ed. General: A failure title will be displayed on E / WD on the MEMO display.
If a failure occurs on any indication displayed, the analog indication is replaced by
amber crosses, the analog indicator and the marks on the circle disappear, the cir-
cle becomes amber.

77-00-14
Figure 8: N 1 and N2 Speed Indication

77-00-15
31 Indicating Should an exceedance occur, the DMC memorizes in its BITE memory the maxi-
mum value reached during the Last Flight Leg.
Max Pointer Reset (N1, N2 & EGT) The values of the N1, N2, EGT red lines and transitory overlimit values are stored
in 2 independent tables, one per engine.
Monitoring of the Relevant Display of the Engine Parameters Read out of this engine parameter exceedance can be performed via the DMC
N1, N2, EGT, and FF indications of both engines are monitored internally and ex- MCDU menu. With the function engines the parameters can be selected either for
ternally. The DMC compares the N1 signal received from the EEC 1 with the feed- engine 1 or 2.
back signal which reflects the displayed position of the N1 needle -
A reset of the red line limits have to be performed on all 3 DMCS.
In order to grant dissimilarity with the engine 2 monitoring process the DMC com-
pares the N1 signal from the EEC 2 with the feedback signal representing the N1
digital value. N1 Red Line Exceedance
The same applies to the EGT parameters indications, but with the displayed posi- The N1 red line is represented by an arc shaped red ribbon situated at the end of
tion of the engine 2 EGT needle and the engine 1 EGT digital feedback value. the scale.
As for the N2 and FF parameters, the DMC compares the direct signal from the If the N1 actual value exceeds the N1 red line (even for a short period of time), a
EEC with the displayed digital value. small red line appears across the N1 scale and then stays at the maximum value
In case of detected discrepancy, a CHECK amber message is displayed just be- which has been reached.
low the relevant parameter indication. This indicates a N1 exceedance condition. Should this condition occur, the small
In addition the FWCs perform an external monitoring between the feedback sig- red line disappears only after a new take-off or after a maintenance action through
nals (that correspond to the displayed values and the signets that are directly re- the MCDU DMC reset.
ceived by the FWCs from the EECs
N2 Red Line Exceedance
Should a discrepancy occur, for one or more parameters, a CHECK amber mes-
sage is displayed under the relevant indication The N2 indications are displayed in digital form only. 100% N2 correspond to
14460 RPM. Should N2 actual exceeds the N2 red line value, a red cross appears
The FWCs generate a caution next to the digital indication. This red cross disappears only after a new take off or
single chime a DMC reset.
master caution Light
message on the upper ECAM DU: ENG 1 (2) N1(N2/EGT/FF) DISCREPANCY EGT Red Line Exceedance
The EGT indications are provided in the same form as for the N1 indications. The
Max Pointer Reset (N1, N2 & EGT) same applies to changes in color and EGT exceeding indications. However it has
The Max pointers for N1, N2 and EGT can be reset using the CFDS menu IN- to be noticed that the amber linie (EGT MAX) is variable. 635 deg. C at engine start
STRUMENTS. The menu for the EIS 1,2,3, (DMC 1,2,3) must be selected. and 610 deg. C afterwards. Red line Limit is 650 deg.C.
The memory cells which store the possible exceedance are reset either by press-
ing the GENERAL RESET line key or automatically at the next take off.
Read-Out / Reset of the Engine Red Line Exceedances

The DMC connected to the upper ECAM DU monitors primary parameter indica-
tions of both engines.

77-00-16
Figure 9: Max Pointer Reset

77-00-17
77-10 Power Figure 10: N1 Speed Sensor
N1 Indication
The fan speed (N1) indication system has four sensors:
Two of them are used to provide EEC channels "A" and "B" with N1 rotational
speed signal.
One sensor acts as a spare fore either EEC channel (it can be activated by
changeover connectors at the junction box).
This sensor cannot be used in place of the N1 sensor dedicated to the Engine
Vibration Monitoring Unit with N1 analog signals (trim balance sensor), see be-
low.
One sensor provides the Engine Vibration Monitoring Unit with N1 analog sig-
nals (trim balance sensor).
The N1 electrical harness tube goes through the inner strut of the no. 3 strut of
the intermediate structure and to the terminal block.
The electrical leads from each sensor goes through the N1 tube and is con-
nected to the terminal block.
For the fan speed sensors, one turn on the LP shaft causes 60 teeth on the
phonic wheel to pass its sensor.
For the trimbalance sensor, one slot in the phonic wheel passes the sensor one
time for one turn.
The EEC speed sensors have two pole pieces compared to the trimbalance
sensor who has only one pole piece.
Interchange of N1 Speed Sensors

Task 77-11-00-860-010
If the fan speed sensor No. 1 is unserviceable, disconnect the harness leads
No. 1 and No. 2 from their terminals No 1 and No 2.
Reconnect the harness lead No 1 to the terminal No. 3 and the harness lead No.
2 to the terminal No. 4 of the spare speed sensor.
If the fan speed sensor No 3 is unserviceable, disconnect the harness leads
No. 5 and No. 6 from their terminals No. 5 and No. 6 and reconnect the harness
leads to the spare speed sensor as described above.

77-00-18
Figure 11: Fan Speed & Trim Balance Sensor, N1 Terminal Block

77-00-19
Dedicated Alternator (PMA)

The alternator function are:
the primary power source for the Electronic Engine Control (EEC)
N2 signal source for the EEC and Engine Vibration Monitoring Unit (EVMU)
and the cockpit
Description
The unit is designed for maximum reliability by the elimination of splines, bearings
or similar parts which can deteriorate or fail.
The rotor is mounted directly on the gearbox output shaft and the stator is bolted
to the gearbox housing.
The alternator provides two identical and independent power outputs, one for
each channel of the EEC.
It comprises two stators (one power and one speed) and a rotor.
Is driven from the main accessory gearbox
Consists of a magnetic rotor running in a stator. The stator has four independ-
ing windings, two of which provide three phase frequency AC electric power to
respectively channel "A" and "B".
The third winding provides a single phase AC analog signal proportional to N2
for the Engine Vibration Monitoring System.
The forth winging provides a dedicated N2 signal to Channel "A" of the EEC.
The N2 windings gives an analog signal through the cockpit for ECAM indica-
tion.
The stator and rotor are sealed from the gearbox by a shaft seal. If a shaft seal
failure occurs and the alternator fills with engine oil, the alternator will continue to
function normally.
To maintain the temperature of the dedicated alternator at an acceptable level the
alternator incorporate an integral cooling air manifold using fan air.

77-00-20
Figure 12: Engine Dedicated Alternator

77-00-21
77-30 Analyzers
Vibration Indication
An engine vibration monitoring unit monitors the N1 and N2 levels of both engines.
General
The engine vibration measurement system comprises:
one transducer on each engine with 2 piezoelectric accelerometers.
an Engine Vibration Monitoring Unit
two vibration indications N1 and N2.
The engine vibration system provides the following functions:
vibration indication due to rotor unbalance via N1 and N2 slaved tracking filters
excess vibration (above advisory level of 5 units)
fan balancing (phase and displacement)
shaft speed (N1 and N2)
storage of balancing data
initial values acquisition on request (option)
BITE and MCDU communication
accelerometer selection
frequency analysis when the printer is available.
Only one accelerometer is used at a time (A or B).
The same accelerometer is not used for two successive flights. The change-
over occurs at power-up or on special request (MCDU) on the ground.
Interfaces
The EVMU interfaces with the ECAM and the CFDS
CFDS interfaces: Maintenance fault messages.
The N1 and N2 vibrations of the left and right engines are displayed on the engine
and cruise pages.

77-00-22
Figure 13: Vibration Indication
VIBRATION indications:
THE VIBRATION INDICATIONS
OF THE LP AND HP ROTORS ARE
DISPLAYED IN GREEN.
0.8 0.8
PULSING
ADVISORY VIB N1
ABOVE 5 0.8 0.9
PULSING VIB N2 1.2 1.2
ADVISORY 140 160
ABOVE 5 1.2 1.3
80 80
Powersupply
115V AC
VIB SENSOR A
SDAC1
VIB SENSOR B
SDAC2
CFDIU
Ded. Gen.

77-00-23
Engine Vibration Monitoring Unit (EVMU) Power Supply

The EVMU is supplied with 115V/400Hz by the busbar 101XPA, through the circuit
Description breaker 1EV.
The signal conditioner is composed of: Built in test equipment (BITE) maintenance and fault information
2 channel modules
The equipment contains a BITE system to detect internal and external failure.
1 balancing module
During the execution of the cyclic BITE sequence, the following parts of the EVMU
1 data processing module
are checked:
1 power supply module.
the non-volatile memory
These modules are removable parts from the signal conditioner and are repairable the timers
subassemblies.
the analog-to-digital converter
Channel Modules the ARINC 429 transmitter and receivers
Each channel module processes the signals from the two engine accelerometers the tacho generators.
and from the two speed signals N1 and N2: this enables the extraction from the During the power-up sequence of the BITE, the following parts of the EVMU sys-
overall vibration signal of a component due to rotor first order unbalance. tem are checked:
The N1 and N2 signals are used to: N1 and N2 NB velocity
drive the tracking filters, and unbalance data
slave their center frequencies at the shaft rotational speed. N1 and N2 tacho frequencies
The accelerometer signals pass through these tracking filters which extract the N1 accelerometer signals.
and N2 related fundamental vibration. The acceleration signal is then integrated Any detected failure is stored in the non-volatile memory with GMT, the date and
in order to express the vibration in velocity terms. other reference parameters.
The EVMU receives analog signals from:
the 2 engine accelerometers (1 per engine)
and the N1 and N2 speed sensors of each engine.
It also receives digital input from CFDS through ARINC 429 data bus.
The EVMU sends signals through the digital ARINC 429 data bus to:
SDAC1 and 2 for cockpit indication
the CFDIU
the DMU
and printer (if installed) for maintenance purposes.
Power Supply Module

The power supply module receives the 115VAC/400Hz power. It provides the oth-
er modules with the necessary voltages.

77-00-24
Figure 14: EVMU Schematic

77-00-25
Components
The vibration transducer including two independent channels is installed on the
fan case at the top left side of the engine.
The EVMU is located in the Avionics compartment 86VU.

77-00-26
Figure 15: Vibration Sensors

77-00-27
CFDS System Report / Test

The Centralized Fault Data System (CFDS) enables access to the system.
The first menu sent to the MCDU is the main menu. The various functions are de-
tailed here after.
Last Leg Report

The EVMU sends the list of the LRUs which have been detected faulty during the
last leg.
Previous Leg Report

The EVMU sends the list of the LRUs which have been detected faulty during the
legs (maximum 64) previous to the last leg. The faults detected are the same as
for the last leg report.
LRU Identification
The EVMU sends the EVM unit part number
Test
The test item allows initiation of a complete check of the EVM system.
If no failure has been detected, the message "TEST OK" is displayed.
If any failure has been detected the failed LRU is displayed.

77-00-28
Figure 16: CFDS System Report / Test EVMU

77-00-29
CFDS System Report /Test

Engine Unbalance Menu
This menu permits for both engine, to command unbalance data storage during
next flight and the read out of the stored data. It also permits to effectuate balanc-
ing for a selected engine with both accelerometers.
Measurement of the unbalance data
The EVMU measures the position and the amplitude of the rotor unbalance of
each engine. It provides this information, when available, to the output bus.
Storage of unbalance data
If requested, the system can store the balancing data during the cruise phase
when stabilized conditions are reached (the actual N1speed does not fluctuate
more than plus or minus 2% during at least 30s). For every stored measurement
the stabilized conditions shall be met once more again.
This test can be done during an engine run-up in order to obtain vibration
measurement for different N1 speeds. Refer to AMM ATA 77-32-34.
To get access again to the system report / test menu ENG, refer to AMM 31-
32-00.

77-00-30
Figure 17: Unbalance Data

77-00-31

Engine Unbalance Menu
The EVMU acquired unbalance data can be cleared with the clear menu.

77-00-32
Figure 18: Unbalance Data

77-00-33

Frequency Analysis Menu
This menu enables a request for a frequency analysis of the acceleration signal.
The results of the frequency analysis are sent to the printer.
Frequency Analysis
The EVMU can perform a frequency analysis if requested from the MCDU on the
ground. The EVMU makes the analysis at a selected N1 or N2 speed and uses
any valid accelerometer (A or B). The maximum frequency analysis is 500 Hz and
the frequency increment between adjacent spectral lines is 4 Hz. On the printer it
shown in semi-graphic form.
The frequency analysis may be performed during cruise
(flight phase = 6) or when the aircraft is on ground, engin(s) running
(flight phase = 2,3 or 9)
Frequency Analysis Report

When the speed and phase are those shown on the MCDU, the printer will auto-
matically print the Frequency Analysis Report.
The printer gives the vibration in "IPS Peak" (Inch per seconds), every 4 HZ and
in frequency range from 0 - 500 Hz.
For interpretation of the frequency analysis report, contact the IAE representative.

77-00-34
Figure 19: Frequency Analysis

77-00-35
CFDS Accelerometer Reconfig.

This menu allows selection of the accelerometer A or B or the auto switch mode
alternate to be used for the next flights.
The EVMU indicates which accelerometer is in operation.

77-00-36
Figure 20: Reconfig. of the Accelerometer

77-00-37

77-00-38
A319/A320/A321 78-00
78 Exhaust - V2500A

78-00-1
A319/A320/A321 78-00 Reverser System
78-00 Reverser System

Introduction
Description
The thrust reverser comprises a fixed inner and a movable outer (translating) as-
sembly.
The translating cowl is moved by four hydraulically operated actuators which are
pressurized by the pumps mounted on each engine.
The air is discharged through cascades.
The reverser is controlled through the FADEC system from the cockpit by a lever
hinged to the corresponding throttle control lever.
The thrust reverser system comprises:
a hydraulic control unit (HCU)
four actuators with internal lock for lower actuators
three flexible shafts
two linear variable differential transformers located on each upper actuator
two proximity switches located on each lower actuator
two thrust reverser cowls comprising a fixed structure and 2 translating sleeves
latched together.

78-00-2
Figure 1: Thrust Reverser stowed / deployed

78-00-3
Thrust Reverser System Description Inadvertent Stowage/Deployment

In either case the LVDT sensors would detect a movement the EEC would exe-
General cute auto-restow or auto-redeploy.
The thrust reverser is actuated in response to signals from the Engine Electronic This occurs when the LVDTs sense uncommanded movement greater than 10%
Control (EEC). Selection of either stow or deploy from the cockpit generates a sig- of actuator full travel.
nal to the engine EEC which in turn, supplies signals to the thrust reverser hydrau-
lic control unit. When auto-restow is initiated the EEC signals the isolation valve to open.
Pressure is returned to the system and with the directional control valve in its stow
Thrust Reverser Deployment position the reverser is returned to its stowed condition.
Thrust reverser deployment is initiated by rearward movement of the reverser le- Following auto-restow the isolation valve would remain energized for the remain-
ver which inputs a signal, via a dual resolver, to the EEC. der of the flight.
The EEC supplies a 28 volt signal to the isolation valve and directional control If the reverser travel exceeds 15% of its travel from the fully stowed position then
valve solenoids mounted in the HCU. the EEC will command idle.
The supply of the signal to the directional control valve solenoid is also dependent Following restow, full power is again obtainable.
if aircraft is on ground (weight on wheels) and upon the closure of the aircraft per-
mission switch (T/R inhibition relay) in that line. This switch is closed by the Throt- When auto redeploy is initiated to counteract inadvertent stow, the EEC will com-
tle Lever Angle signal via the spoiler/elevator computer and the Engine Interface mand the isolation valve to close and maintain it closed until forward thrust has
Unit energization of the isolation valve solenoid and the directional control valve been reselected. This action will prevent further movement in the stow direction by
solenoid allows hydraulic pressure into the system. This event being relayed to the virtue of the large aerodynamic loads on the translating sleeves which will normal-
EEC by the pressure switch mounted in the HCU. ly be sufficient to deploy the reverser. If the reverser travel exceeds 22% of its trav-
el from the fully deployed position then the EEC will command idle power.
Pressure in the lower actuators releases the locks and these events are signalled
to the EEC by the Proximity Switches (lock sensors). As the pistons move rear- T/R Components Monitored by CFDS
ward to deploy the reverser, the Linear Variable Differential Transformer (LVDT)
The following components are monitored by the CFDS:
on the upper actuators monitors the movement and informs the EEC when the
translating sleeve is fully deployed, the Proximity Switches and LVDTs remain ac- HYDRAULIC CONTROL UNIT (HCU)
tive and the isolation valve remains energized. STOW SWITCH LOWER ACTUATOR R/H
STOW SWITCH - LOWER ACTUATOR L/H
Thrust Reverser Stowage LVDT -THRUST REV UPPER ACTUATOR R/H (DEPLOY)
Stowage of reverser is initiated by forward movement of the piggyback levers LVDT - THRUST REV UPPER ACTUATOR L/H (DEPLOY)
which signal this intent to the EEC. The signal to the directional control valve so-
lenoid is then cancelled by the EEC and permission switch, allowing pressure to Thrust Reverser Independent Locking System
remain only in the stow side of the actuators. The pistons then move forward until General **ON A/C 116-199,
stowing is complete and the lower actuator locks are engaged after which the iso-
lation valve solenoid is de-energized and the reverser is locked in the forward An independent locking system is designed to isolate the thrust reverser from the
thrust mode. aircraft hydraulic system. This system consists of thrust reverser Shut-Off Valve
(SOV) upstream of the Hydraulic Control Unit (HCU), a filter and associated
During normal reverser operation the isolation valve remains energized for plumbing, mounting and electrical supply. The SOV is electrically actuated from
a period of five seconds after the LVDTs have registered fully stowed to en- an independent signal from the SEC (Spoiler Elevator Computer), bypassing the
sure full lock engagement and completion of the stow cycle. FADEC command circuit.

78-00-4
Figure 2: Reverser System Schematic
A/C on GND
from EIU
>50%
AND

78-00-5
Thrust Reverser System

Cascades
The cascades are designed to direct the fan air to provide the reverse thrust for
the engine.
There are 16 cascades installed.
The cascades are not interchangeable.

78-00-6
Figure 3: Reverser Installation

78-00-7
Thrust Reverser Hydraulic Supply

Thrust Reverser Operation
The thrust reverser is operated by aircraft hydraulic pressure.
The reverser hydraulic control unit (HCU) directs hydraulic pressure to the actua-
tors.
The EEC controls the HCU and the reverser operation.
Thrust Reverser Manual Deployment

Non Return Valve (By-pass)
During manual deployment the non return valve must be set in the bypass position
to allow the hydraulic from the actuators to go back to return.
Access to the non return valve is gained by removing the pylon access panel on
the left hand side.

78-00-8
Figure 4: Reverser Hydraulic Supply

78-00-9
Thrust Reverser Independent Locking System Figure 5: Shut-Off Valve

**ON A/C 116-199,
General
An independent locking system is designed to isolate the thrust reverser from the
aircraft hydraulic system. This system consists of thrust reverser Shut-Off Valve
(SOV) upstream of the Hydraulic Control Unit (HCU), a filter and associated
plumbing, mounting and electrical supply. The SOV is electrically actuated from
an independent signal from the SEC (Spoiler Elevator Computer), bypassing the
FADEC command circuit.
Component Location
The SOV and the filter are located under the pylon. (Ref. Fig. 001)
Component Description
Shut-Off Valve
The thrust reverser Shut-Off Valve (SOV) is a 3 port, two position spool valve.
It is controlled by a solenoid driven 3 port, two position normally open pilot valve.
Electrical power is supplied to the SOV through the fan electrical feeder box.
Filter and Clogging Indicator

It is used to filter the fluid from the aircraft hydraulic system. The filter is a flow-
through cartridge-type filter. The clogging indicator monitors the pressure loss
through the filter cartridge and has a pop-out indicator to signal when it is neces-
sary to replace the filter element. Two spring-loaded magnetic pistons keep the
pop out indicator in retracted position. The lower magnetic piston monitors the dif-
ferential between the filtered and unfiltered fluid pressure across the filter element.
As the differential pressure increases, the piston compresses its spring and
moves away from the upper magnetic piston. At a preset displacement of approx-
imately 2 mm, the upper magnetic piston spring overcomes the magnetic force
and drives the pop-out indicator from its retracted position. The filter assembly
contains a check valve to permit the removal of the canister and the change of the
filter element with a minimum of spillage.

78-00-10
Figure 6: T/R Independent Locking System (**On A/C 116-199)

78-00-11
Reverser Hydraulic Control Unit Pressure Switch

The pressure switch provides signals to the EEC to indicate when there is hydrau-
Reverser Hydraulic Control Unit (HCU) lic pressure downstream of the isolation valve. The pressure switch is closed at
pressure between 798 and 1450 psi and is opened at a minimum pressure of 798
General psi.
The hydraulic control unit controls hydraulic fluid flow to the thrust reverser actua-
tors. Filter and Clogging Indicator
Control and feedback signals are exchanged with the EEC. The hydraulic control unit filter is used to filter the fluid supply from the aircraft hy-
The HCU is mounted on the pylon over the engine centerline, just forward of the draulic system. The filter is a flow through cartridge type filter. The clogging indi-
C-duct and is accessible from the left side. cator monitors pressure loss through the filter cartridge and features a pop- out
indicator to signal when it is necessary to replace the filter element.
The hydraulic control unit includes the following items:
isolation solenoid valve solenoid, Manual Lockout Lever
isolation valve, With the manual lockout lever it is possible to shut the hydraulic supply to the re-
directional control valve solenoid, verser by closing the isolation valve in the HCU. The lever can be secured in the
directional control valve, lockout position with a pin.(this is also a part of blocking the reverser.)
pressure switch, This must always be done when working on the reverser system!
filter and clogging indicator (pop out).
Isolation Valve
The solenoid operated isolation valve isolates the thrust reverser actuation sys-
tems from the remaining hydraulic network on the engine. The isolation valve so-
lenoid is a dual coil valve solenoid connected to both channels of the EEC.
The isolation valve is in the closed position while the thrust reverser is in the
stowed position. Upon actuation of the thrust reverser system, the isolation valve
solenoid is energized and the isolation valve is opened.
Directional Control Valve

The solenoid operated directional control valve directs high pressure hydraulic flu-
id to the correct end(s) of the actuators to either stow or deploy the translating
sleeve. The directional control valve solenoid is a dual wound solenoid connected
to both channels of the EEC. The directional control valve solenoid is energized
when the deploy command is given and provides hydraulic fluid at hydraulic pump
supply pressure to both ends of the actuators through the directional control valve
to initiate deployment of translating sleeve.

78-00-12
Figure 7: Hydraulic Control Unit (HCU)

78-00-13
HCU in Forward Thrust Position

In the initial stowed position with the reverse stow control selected in the cockpit,
the hydraulic pressure is applied to the input of the HCU. All reverser hydraulic
systems are pressurized at the return pressure as long as the aircraft is in flight
and no signal is sent to open the isolation valve solenoid.

78-00-14
Figure 8: HCU Schematic

78-00-15
HCU Deploy Sequence Description

1. When reverse thrust is selected in the cockpit, the EEC ensures that deploy-
ment is permitted. In that case, the electrical power (28VDC) is sent to the iso-
lation valve solenoid and to the directional valve solenoid.
2. When the isolation valve is opened and the directional control valve solenoid
is energized, hydraulic pressure (3000 psi) moves the directional control valve
to supply hydraulic pressure to the head end of the actuator to unlock the ac-
tuators, and then extending the actuators.
3. As soon as both lock sensors indicate unlocked for more than 0.2 seconds (in-
dicating that translating sleeves are unlocked sleeves signal is sent by these
sensors to the EEC. In the cockpit an amber REV indication is displayed in the
middle of the EPR dial or the ECAM display unit.
4. Each translating sleeve arriving at 95 percent of its travel is slowed down until
completely deployed through hydraulic actuator inner restriction. This event is
indicated to EEC when both Linear variable Differential Transformers (LVTD)
detect this position. REV indication changes to green.
When the thrust reverser is in the deployed position, the isolation valve re-
mains energized to maintain the hydraulic pressure in the actuators to pre-
vent vibration. If an uncommanded stow movement is detected, the EEC will
de-energize the isolation valve. This will lead to a thrust reverser redeploy
due to aerodynamical forces on the blocker doors.

78-00-16
Figure 9: HCU Deploy Sequence

78-00-17
HCU Stow Sequence Description

1. When translating sleeves stowing is selected, the EEC ensures that stowing is
permitted. In that case the EEC de-energizes the directional valve solenoid.
When one translating sleeve is less than 95% deployed, REV indication chang-
es to amber.
2. Hydraulic pressure is supplied to the rod end of the actuator, the head is con-
nected to return. A flow limiter controls hydraulic actuator piston retraction
speed.
3. When both translating sleeves are at 0% from their stowed position, they set
the proximity switches (lock sensor) which send the "stowed sleeves" informa-
tion to the EEC. The REV indication disappears.
4. The actuators move until stowing is complete and the lower actuator locks are
engaged after which the isolation valve solenoid is de-energized and the re-
verser is locked in the forward thrust mode position.

78-00-18
Figure 10: HCU Stow Sequence

78-00-19
Command Limitation
If the Linear Variable Differential Transducers (LVDTs) sense an uncommanded
movement of the thrust reverser:
From the stowed position, the EEC commands an automatic stowage
From the full deployed position, the EEC commands an automatic deployment.
Auto-restow
In FWD thrust, if the EEC detects any un commanded movement greater than
10% from stow, it commands an auto-re stow of the thrust reverser. Following
auto-re stow, the isolation valve in the HCU remains energized for the rest of the
flight. In FWD thrust, if the EEC detects any un commanded movement greater
than 15% from stow, it commands engine idle power.
Auto-redeploy
In reverse thrust, if the EEC detects any un commanded movement greater than
10% from full deploy, it commands an auto-re deploy of the thrust reverser. When
auto-re deploy is initiated to counteract inadvertent stow, the EEC will command
the isolation valve to close and maintain it closed until FWD thrust has been rese-
lected. The air aerodynamic load on the translating sleeves will normally be suffi-
cient to redeploy the thrust reverser. In reverse thrust, if the EEC detects any un
commanded movement greater than 22% from full deploy, it commands engine
idle power.

78-00-20
Figure 11: Auto Restow / Redeploy

78-00-21
Hydraulic Actuators
The actuator base is attached to a torque ring and the end of the piston is attached
to the translating sleeve. As hydraulic pressure builds up in the actuator, the piston
extends. This moves the translating sleeve aft to the deploy position.
In the retract mode, the piston retracts which moves the translating back to the
stow position.
The Upper actuators (2) have internal LVDT.
The Lower actuators (2) have a manual unlocking handle and proximity switches.
Flexshaft Installation
Synchronization System
Flexible Shafts
Three flexible shafts connect the four actuators together to synchronize the speed
with which the actuators operate and the T/R sleeves on each side of the engine.
This synchronization keeps the top and bottom of the sleeve travelling at the same
rate so the sleeve will not tilt and jam. The synchronization also keeps the two
translating sleeves moving together so reverse pressure in the secondary air flow
is equal on both sides of the engine.
The flexible shafts are installed inside the extend (deploy) hydraulic hoses. The
shaft engages a worm gear at the base of the actuator that translates the turning
action of the actuator piston as it moves out or in.
A cross-over shaft connects the two upper actuators.
Another shaft connects the upper and lower actuators on each side.

78-00-22
Figure 12: Flexible Drive Shafts

78-00-23
Hydraulic Actuators Description

Four actuators are used for each thrust reverser, two actuators are used for each
translating cowl.
the lower actuators incorporate an integral lock mechanism which holds the
piston in the fully stowed position.
the upper actuators incorporate an integral Linear Variable Directional Trans-
former (LVDT) to indicate piston position, and thus translating cowl position, to
the EEC.
All actuators use hydraulic snubbing at the end of the deploy stroke to slow down
the actuators over the final part of the deploy stroke. All actuators also incorporate
the necessary deploy stroke mechanical stops.
Upper Nonlocking Actuator

The two upper actuators are identical and in conjunction with the two lower locking
actuators, control movement of the fan reverser translating elements in response
to hydraulic inputs from the HCU.

78-00-24
Figure 13: Upper Nonlocking Actuator

78-00-25
Lower Locking Actuators The actuators incorporate an integral lock mechanism to hold the piston rod when
the actuator is in the fully stowed position.
The two lower looking actuators are identical and in conjunction with the two upper
actuators, control movement of the fan reverser translating elements in response The lock releases on rising hydraulic pressure when deploy is commanded via the
to hydraulic inputs from the hydraulic control unit (HCU). HCU. The lock mechanism incorporates a manual release facility and proximity
switch for electrical lock position feedback to the EEC.
Figure 14: Locking Actuator Operation

78-00-26
Figure 15: Lower Locking Actuator

78-00-27
Thrust Reverser Manual Deploy / Stow

Manual Deploy/Stow
The thrust reverser may be deployed/stowed manually for maintenance - trouble-
shooting operations.
The procedure is summarised below, the full procedure, warnings and cautions
may be found in the MM ATA 78-30.
open and tag the CBs listed in the MM.
open the L. and R. hand fan cowls.
move the thrust reverser hydraulic control unit deactivation lever to the de- ac-
tivated position and insert the lockout pin.
disengage the locks on the two locking actuators. Insert pins to ensure locks
remain disengaged.
position the non return valve in the bypass position (deploy only-not necessary
for stow operation).
insert 3/8 inch square drive speed brace into external socket, push to engage
drive and rotate speed brace to extend/retract translating cowl as required.
do not exceed max. indicated torque loading.

78-00-28
Figure 16: Reverser Manual Operation

78-00-29
Thrust Reverser Deactivation Figure 17: Deactivation Pin
Deactivation
The procedure is summarised below, the full procedure is described in the MM 78-
30-00 P.407.
if the thrust reverser is deployed, it has to be stowed manually.
install the lock out pin in the deactivation lever of the hydraulic control unit.
remove the translating cowl deactivation pins (2) from their stowage and insert
them in the deactivation position.
T / R Lockout pin installation
When fully inserted in the deactivation position the pins will protude approx.
0.8" to provide visual indication of "lock out".

78-00-30
Figure 18: T/R Deactivation

78-00-31
FADEC CFDS Reverser Test

Reverser Testing via MCDU
Via MCDU it is possible to operate the reverser on ground with engines OFF to
make sure the system operation is o.k.
For the TEST refer to:
MM Task 78-31-00-710-41 Operational Test of the Thrust Reverser System with
the CFDS.
Description
For the test hydraulic power must be switched on depending which reverser sys-
tem will be tested. (Green ENG 1, Yellow END 2).
All the test steps are written on the MCDU. If the test is active the REV UNSTOW
warning appears on the engine warning display.
Movement of the throttle into the reverse idle position will deploy the reverser. Re-
turning the throttle to the FWD idle position will restow the reverser. During the test
also the REV indication in the EPR indicator must be checked.
The actual position of the T/R is also indicated on the MCDU.
Make sure the travel ranges of the thrust reversers are clear.
For safety reasons the Test time duration is limited to 60 sec.

78-00-32
Figure 19: FADEC T/R Test (NO FAULT)

78-00-33
FADEC T/R Test (Fault Detected)

78-00-34
FADEC T/R Test (NOT O.K.) Figure 20: FADEC T/R Test (NOT O.K.)
For safety reasons the time for the test is limited.
If the Test procedure is not performed within 15 seconds (moving the Throt-
tle Lever to reverse) the test will be interrupted and a new Test must be ini-
tiated.
The duration of the complete T/R operational Test (opening & closing) is lim-
ited to 60 seconds.
If this time is exceeded the test will be interrupted and a new Test must be
initiated.

78-00-35

78-00-36
A319/A320/A321 79-00
79 Oil - V2500A

79-00-1
A319/A320/A321 79-00 Oil System
79-00 Oil System to specific levels of engine thrust setting. At engine idle power, the valve opens to
provide the maximum area for scavenge flow. At higher power, the valve closes to
a reduced area which provides, adequate pressure in the No. 4 bearing compart-
ment to protect the seals by maintaining low pressure differentials across compart-
Oil System Presentation ment walls and minimizes air leakage into the bearing chamber.
System Description The scavenge valve pressure transducer senses the pressure present in the scav-
enge line upstream of the scavenge valve and supplies a signal to the EIU.
The lubrication system is self-contained and thus requires no airframe supplied
components other than certain instrumentation and remote fill and drain port dis- A pressure relief valve at the filter housing limits pump discharge pressure to ap-
connectors on the oil tank. These ports are used to refill the oil tank promptly and proximately 450 psi to protect downstream components.
precisely by allowing the airlines to quick-connect a pressurized oil line and a drain
line.
It is a hot tank system that is not pressure regulated.
Oil from the oil tank enters the one stage pressure pump and the discharge flow
is sent directly to the oil filter. A coarse cleanable filter is employed.
The oil then is piped through the air cooled oil cooler and the fuel cooled oil cooler,
which are part of the Heat Management System (HMS), which ensures that engine
oil, IDG oil and fuel temperatures are maintained at acceptable levels, to the bear-
ings. Except for the No 3 bearing damper and the No.4 bearing compartment, the
pressure supplied to each location is controlled by a restrictor.
There is a last chance strainer at the entry of each compartment to prevent
blockage by any debris / carbon flakes in the oil.
The scavenge oil is then piped, either directly or through the de-oiler to the 5 stage
scavenge pumps. There is a disposable cartridge type scavenge filter at the outlet
of the scavenge pumps before returning to the oil tank. A valve allows oil to bypass
the scavenge filter when the filter differential pressure exceeds 20 psi. A differen-
tial pressure warning switch. set at 12 psi gives cockpit indication of impending
scavenge filter bypass.
The oil pressure is measured as a differential between the main supply line pres-
sure, upstream of any restrictors, and the pressure in the No.4 bearing compart-
ment scavenge line, upstream of the two position scavenge valve.
A low pressure warning switch, which is set for 60 psi, is provided in the main oil
line before the bearing compartments and after the ACOC and FCOC at the same
tapping points as the oil pressure sensor. This allows for cockpit monitoring of low
oil pressure. The engine oil temperature is measured in the combined scavenge
line to the oil tank.
The No. 4 bearing two position scavenge valve is operated pneumatically by tenth
stage air and controls vented air flow from the bearing compartment in response

79-00-2
A319/A320/A321 79-00 Oil System
Figure 1: Oil System Schematic 01

79-00-3
A319/A320/A321 79-00 Oil System
Lubrication System Components

The lubrication system consits of four subsystems:
the lubrication supply system
the lubrication scavenge system
the oil seal pressurization system
the sump venting system.
System Monitoring and Limitations
The operation of the engine oil system may be monitored by the following flight
deck indications.
engine oil pressure
engine oil temperature
MINIMUM STARTING: - 40 C
MIN. PRIOR EXCEEDING IDLE: -10 C
MIN. PRIOR TAKE OFF: 50 C
MAX CONTINIOUS: 155 C
MAX TRANSIENT: 165 C
oil tank contents 25 US quarts
In addition warnings may be given for the following non normal conditions:
low oil pressure
RED LINE LIMIT: 60 PSI
AMBER LINE LIMIT: 80 PSI
scavenge filter clogged.
No. 4 compartment scavenge valve inoperative.

79-00-4
A319/A320/A321 79-00 Oil System
Figure 2: Oil System Schematic 02

101PP (202PP)
BUS 1 (BUS 2) 3 4002EN XMTR-OIL QTY
28VDC 1EN1 (1EN2) ENG 1 (ENG 2) TO SENSOR 4006KS
ENG 1 (ENG 2)
OIL QTY A
POWER SUPPLY
121VU212 1 A
2 1 TO 9VDC 3 A
PRESSURISING A FOR 0 TO 4 B
VALVE 27,5 QUARTS A
0,5 TO 0,6
QUARTS RESERVE SPILL ENG
RESTRICTOR PRESSURE FUEL A A
POWER SUPPLY
DE- TRIMMING AIR COOLED FUEL COOLED A D C
AERATOR VALVE OIL COOLER OIL COOLER B 1 TO 9VDC E D
A FOR A
0 TO 400PSIA
^1 1PSIA
PRESSURE
RELIEF FAN
VALVE AIR
OIL TANK
STRAINER PRESSURE
P
FILTER
SUCTION
4005EN TRANSDUCER-
PRESSURE NO.4 BEARING PRESSURE
PUMP ENG 1 (ENG 2)
TO SENSOR 4007KS
EIU
E
POWER SUPPLY
101PP (202PP) 1 A
BUS 1 (BUS 2) 3 2 1 TO 9VDC 4 F
ANGLE 28VDC 2EN1 (2EN2) A FOR 3 G THE EIU`S COMPUTE THE
GEAR BOX ENG 1 (ENG 2) 0 TO 400PSID A FOLLOWING VALUES:
OIL / PRESS 1PSID - OIL QUANTITY
121VU212
EXTERNAL - OIL TEMPERATURE
GEAR BOX - OIL PRESSURE
A
1 - OIL LOW PRESSURE
P - NUMBER 4 BEARING
3 UNSD SCAVENGE PRESSURE,
STRAIN 2 H
RESTRICTOR GAGE AND TRANSMIT THEM
A THROUGH ARINC BUS
N 1 2 3 4 5 VENT AIR / OIL FOR INDICATING AND
P 60PSID
BRG BRG WARNING GENERATION.
OIL PRESSURE
BEARING COMPARTMENT COMPT COMPT
OIL SCAVENGE
4003EN XMTR - 4000EN SW -
OIL PRESS LOW OIL PRESS
ENG 1 (ENG 2) ENG 1 (ENG 2)
1KS1 1KS2
EIU 1 EIU 2
85VU127 86VU127
REED SWITCH OPENS
WHEN P 210PSID
A
P 12 3 J
PSID CHIP
A DETECTOR 2
2 UNSD 4004EN THERMOCOUPLE DE - OILER A
3 STRAINERS SCAVENGE-OIL TEMP ENG 1 (2)
P 4006EN INDICATOR-
1 SCAVENGE POS NO.4 SCAVENGE VALVE
A PUMPS -60 TO 250C ENG 1 (ENG 2)
4001EN SW - A TWO - POSITION

SCAVENGE FILTER 5 SCAVENGE VALVE
DIFFERENTIAL PRESS 4
6 UNSD DE - OILED
ENG 1 (ENG 2)
2 AIR OVER - BOARD
SCAVENGE 1 K
FILTER 3
A

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A319/A320/A321 79-00 Oil System
Oil System Bearings and Gears Lubrication

Bearings and gears require oil for:
Lubrication.
Cooling.
Vibration suppression.
Front Bearing Compartment (Bearings no. 1, 2, 3)

The following bearings and gears are located in the front bearing compartment:
Ball bearing no.1. (LP Thrust)
Roller bearing no.2. (LP Radial)
Ball bearing no.3. (HP Thrust)
Description
The bearing chamber utilises 1 hydraulic seal and 2 carbon seals to contain the
oil within the bearing chamber.
The front and rear seal of the LPC booster has stage 2.5 air passing across the
seals in order to prevent oil loss.
The hydraulic seal has HPC8 air passing across the seal in order to prevent oil
loss between the two rotating shafts.
The bearings and gears are fed with oil by utilising oil jets that liberally allow oil to
enter the bearing area.
The front bearing compartment has:
Oil fed from the pressure pump.
Scavenge oil recovery by the scavenge pumps.
Vent air outlet to allow the sealing air to escape to the de oiler.

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A319/A320/A321 79-00 Oil System
Figure 3: Front Bearing Compartment No.1, 2, 3

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A319/A320/A321 79-00 Oil System
Centre Bearing Compartment (Bearing no.4)

The following bearing is located in the centre bearing compartment:
Roller bearing no.4. (HP Radial)
Description
The centre bearing compartment is the hottest compartment in the engine.
In order to maintain the bearing at an acceptable operating temperature HPC12
air is taken from the engine, it is cooled by an air cooled air cooler (ACAC) and
passed back into the engine.
This cooling and sealing air is called buffer air.
The buffer cooling air supply flows around the outside of the bearing in a cooling
type jacket.
In addition to cooling the buffer air is allowed to pass across the carbon seal and
pressurise the no.4 bearing.
This bearing compartment has the following:
Scavenge oil and vent air recovery by the build up of pressure in the bearing com-
partment forcing the air and oil out. The air and oil passes through the no.4 bearing
scavenge valve and then into the de oiler.

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A319/A320/A321 79-00 Oil System
Figure 4: Centre Bearing Compartment No.4

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A319/A320/A321 79-00 Oil System
Rear Bearing Compartment (Bearing no.5)

The following bearing is located in the rear bearing compartment:
Roller bearing no.5. (LP Radial)
Description
The rear bearing compartment has one carbon seal. This seal allows HPC8 air to
leak across the seal thus preventing oil loss from the bearing compartment.
This bearing compartment has the following:
Scavenge oil recovery by the scavenge pumps.
There is no vent outlet.

The vent air is removed from the bearing compartment along with the scavenge
oil.
Service experience has shown it is very important to clean the number 5 bear-
ing compartment oil feed, scavenge tubes and compartment (oil jet) to prevent
the build up of coke/carbon. Ineterval 6000 FH.
Blocked oil scavenge tubes cause oil flooding in the number 5 bearing com-
partment, which is characterized by tail pipe smoke, tail pipe fire, high oil con-
sumption and/or oil wetness in the LPT, all of which cause maintenance
disruption. Oil feed tube blockage causes oil starvation of the number 5 bear-
ing, which can result in bearing damage.

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A319/A320/A321 79-00 Oil System
Figure 5: Rear Bearing Compartment No.5

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A319/A320/A321 79-00 Oil System
Oil System Components Presentation

Oil Tank
The tank is located on the top L. H. side of the gearbox.
The normal max-usable oil quantity in the tank is 25 US qts, the maximum oil tank
capacity is 30.5 US qts
Features:
oil qty. transmitter
pressure and gravity fill ports
sight glass for level indication
internal de-aerator
tank pressurisation valve (6 psi)
strainer in tank outlet
mounting for scavenge filter and master chip detector
Engine Oil Servicing

Where conditions permit, the oil tank should be checked and oil added, if neces- Figure 6: De-arator
sary, within a period of 5 to 20 minutes after engine shutdown. If the engine is
stopped for 10 hours or more, a dry motoring must be performed. This make sure
that the oil level shown in the tank is correct before oil is added.
Oil Quantity Transmitter

The oil quantity transmitter is located in the oil tank.
Power Supply
The system is supplied with 28VDC from busbar ENG 1, 101PP (DC BUS 1)
through circuit breaker 1EN1 (2EN1).
Description
The oil quantity transmitter is a tank probe with a capacitor (tube portion) and an
electronic module (on the top of the transmitter) for probe energizing and signal
output.
Output Voltage
1VDC to 9VDC varying linearly with the usable oil quantity from 0 to 25.8 quarts.

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A319/A320/A321 79-00 Oil System
Figure 7: Oil Tank

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A319/A320/A321 79-00 Oil System
Oil Pressure Pump

The pressure pump is a one stage gear type pump and supplies oil under pressure
to the engine bearings, gearbox drive and accessory drives. The oil is pumped
through a pressure filter to remove any large debris. It has a cleanable filter ele-
ment. The pressure filter housing is installed at the oil pressure pump.
The pressure filter housing incorporates a pressure priming connection and a an-
tidrain valve to prevent oil loss during removal.
The filter does not have a bypass.
The pressure pump housing incorporates the pressure filter, a cold start pressure
relief valve and a pressure pump flow limiting valve.
The pressure relief valve bypasses the pressure circuit during cold starts.
Location
The pump is attached to the front face of the external gearbox on the left hand
side, just below the oil tank.

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A319/A320/A321 79-00 Oil System
Figure 8: Pressure Pump & Filter

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A319/A320/A321 79-00 Oil System
Air Cooled Oil Cooler (ACOC)

Location
The ACOC is mounted on the engine fan case.
Operation
The ACOC is a additional oil cooler which removes heat from the engine lubricat-
ing oil using fan air and maintains the oil temperature within the specified range.
The filtered oil flows through the air cooled oil cooler before being cooled again
through the fuel cooled oil cooler.
The cooling air and the oil flows through the air / oil heat exchanger are shown be-
low.
Features
oil bypass valve
ACOC oil temperature thermocouple (for heat management system)
modulated air flow as commanded by EEC (heat management system).
air flow regulated by air control valve.
Fuel pressure operated actuator
Feedback LVDT
ACOC AIR CONTROL VALVE FAIL SAFE POSITION: OPEN
ACOC Oil Temperature Thermocouple

(refer to 73-20 Heat Management System)
The ACOC thermocouple is used for the heat management system which is con-
trolled by the EEC.

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A319/A320/A321 79-00 Oil System
Figure 9: ACOC Air Flow

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A319/A320/A321 79-00 Oil System
Fuel Cooled Oil Cooler (FCOC)

Location
The oil passed through the ACOC flows through the fuel cooled oil cooler (FCOC),
installed on the left hand side of the fan casing, before it is sent to the bearing com-
partments and both the angle and main gearboxes.
Purpose
The FCOC cools the oil by using low pressure fuel.
The FCOC also warms the low temperature fuel to the de-icing level.
The FCOC has 2 bypass valves.
Description
The FCOC consits of a housing containing a removable core, a header and a fuel
filter cap. The core is composed of vacuum brazed tubes through which fuel pass-
es.
Bypass Valves
One is an oil pressure relief bypass valve which diverts the excessive oil pres-
sure during engine cold start.
The other is a fuel filter bypass valve which ensures fuel flow in the event of
fuel filter clogging.

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A319/A320/A321 79-00 Oil System
Figure 10: Fuel Cooled Oil Cooler

79-00-19
A319/A320/A321 79-00 Oil System
Scavenge System
The scavenge system main components are:
chip detectors,
five scavenge pumps with strainers,
one common scavenge filter.
a 2-positions scavenge valve. (Bearing No.4)
Scavenge Pumps
Purpose
The scavenge pump returns the oil back to the oil tank.
Description
The scavenge pump is a five-stage gear type pump on the rear left side of the ge-
abox. Four stages of the scavenge pump are two-gear displacement pumps. The
stage used for the two main gearbox scavenge lines consists of three meshing
gears producing two inlets and outlets on opposite sides. All 6 scavenge pumps
are housed together as a single unit. The pump capacity is determined by the
width of the gears.

79-00-20
A319/A320/A321 79-00 Oil System
Figure 11: Scavenge Pump Assembly

79-00-21
A319/A320/A321 79-00 Oil System
Scavenge Oil Components

Scavenge Filter
The flows from the 6 scavenge pumps are mixed together at the scavenge filter
common filter inlet.
Location
The filter is mounted to the rear of the oil tank.
Features
disposable filter element
by-pass valve (opens when filter clogs)
Differential pressure connections
provides housing for the master magnetic chip detector
Oil Temperature sensor
Scavenge Filter Differential Pressure Switch

The scavenge filter differential pressure switch is installed on a bracket at the top
left side of the engine fan case, near the FCOC.
Switches the ECAM OIL FILTER CLOG warning when the filter becomes blocked
(+12PSI or - 2 PSI differential press)
Engine Oil Temperature

The scavenge oil temperature thermocouple is located in the combined scavenge
line between the master magnetic chip detector and the scavenge filter for indica-
tion in the cockpit.
The oil temperature is sensed by a dual resistor unit. The unit consists of a sealed,
wire-wound resistance element. This element causes a linear change in the DC
resistance when exposed to a temperature change.
Temperature measurement range:
- 60 deg. C to 250 deg. C.
The analog signal from the scavenge oil temperature thermocouple is transmitted
to the EIU. The EIU transforms this signal into a digital signal. This digital signal is
then transmitted to the lower ECAM display unit through the FWCs and the DMC.

79-00-22
A319/A320/A321 79-00 Oil System
Figure 12: Scavenge Filter

79-00-23
A319/A320/A321 79-00 Oil System
De-oiler Figure 13: De-Oiler

Location
The de-oiler is bolted to the right hand front face of the external gearbox.
Purpose
To separate the breather air/oil mixture.
return the oil to the oil scavenge system via its own scavenge pump.
vent the air overboard through the R/H fan cowl.
Features
provides mounting for the No.4 bearing chamber scavenge valve.
overboard vent.
provides location for the No.4 bearing magnetic chip detector housing.

79-00-24
A319/A320/A321 79-00 Oil System
Figure 14: De-oiler

79-00-25
A319/A320/A321 79-00 Oil System
No 4 Bearing Scavenge Valve Figure 15:
Location
The valve is mounted on the front face of the de-oiler casing.
Purpose
Maintains No.4 bearing compartment seal differential pressure to reduce over-
board loss of vent air and to prevent deteriation of the carbon seals by restricting
the venting of the compartment air/oil mixture to the de-oiler.
Type of Valve
Pneumatically operated two position valve.
Features
Position feed back signal to EIU (reed switch)
uses stage 10 air as servo air
uses value of pressure of stage 10 air as operating parameter.
Fully open at low engine speeds (stage 10 air less than 150 PSI)
Minimum open at high engine speed (stage 10 air more than 200 PSI)
No 4 Bearing Pressure Transducer

Purpose
The purpose of the No.4 bearing indicating system is to monitor the correct oper-
ation of the No.4 bearing 2-position scavenge valve and to detect a No.4 bearing
carbon-seal failure.
The No.4 bearing pressure transducer is installed on the right side of the deoiler
and senses pressure at the No.4 bearing outlet line.
Linear output 1VDC to 9 VDC (0 To 300 PSIG)

79-00-26
A319/A320/A321 79-00 Oil System
Figure 16: No 4 Bearing Scavenge Valve

79-00-27
A319/A320/A321 79-00 Oil System
No 4 Bearing Scavenge Valve Description No 4 Bearing Scavenge Valve Indicating

Purpose The EIU incorporates three logics allowing the monitoring of the scavenge valve
Maintains the centre bearing compartment (No 4 bearing) seal deferential pres- operation as well as a No.4 bearing carbon - seal failure
sure by controlling the venting of the compartment air/oil mixture to the de oiler. LOW POWER SETTING:
Location At engine low power, the bearing scavenge valve is open and the reed switch on
The no.4 bearing scavenge valve is located on the front of the de oiler, which is the valve closes providing a ground signal for the EIU logic.
located on the front face of the external gearbox. HIGH POWER SETTING:
Description At engine high power, the bearing scavenge valve closes (to maintain the No.4
The no.4 bearing scavenge valve has the following features; bearing pressure ratio in the bearing compartment) and the reed switch on the
valve opens.
Operational feed back signal to EIU.
Uses HPC10 air as the servo air for the valve operation. The No.4 bearing internal pressure is measured by the No.4 bearing pressure
XMTR in the oil return line to the deoiler. The transducer supplies a pressure sig-
Stage 10 air less than 150 psi the valve is at maximum open position.
nal to one of the three EIU logics.
Stage 10 air more than 200 psi the valve is at minimum open position.
Two EIU logics provide a warning message to the ECAM:
Feedback to EIU of valve operation is the valve position indicator; scavenge oil
pressure sensor and Pb indication from the EEC. ENG 1 (2) BEARING 4 OIL SYS. (class 2) and a CFDS message, when the valve
is not in the correct position according to the sensed burner pressure.
The no.4 bearing scavenge valve controls the flow of the scavenge oil and vent air
by varying the size of the orifice of the valve. One EIU logic provides a message on the lower ECAM:
This allows the scavenge oil and vent air to enter the de oiler under controlled con- Eng. 1 (2) Bearing (class 2) and a fault message is set on the CFDS
ditions. (EIU menu) when the No. 4 bearing compartment pressure is to high according to
the valve position and a high burner press.(possible Carbon seal failure)
High flow
When the engine is at low power the valve is at the high flow position.
Therefore the valve is fully open and the pressure differential is maintained across
the carbon seal.
Low flow
When the engine is at high power the valve is at the low flow position.
Therefore the valve is at the restricted flow condition and the pressure differential
is maintained across the carbon seal.
Note:
High flow at high power will cause a lower seal differential pressure. This will lead
to the flow of buffer air across the carbon seal to increase.
The increase flow of buffer air leads to the carbon seal drying out.

79-00-28
A319/A320/A321 79-00 Oil System
Figure 17: No.4 Bearing Scavenge Valve

79-00-29
A319/A320/A321 79-00 Oil System
Engine Oil Pressure

The Oil pressure is directly linked to the opening and closing of the No.4 Bearing
Scavenge Valve.
A closing of the valve to minimum flow (at approx. 85% N2) will restrict the return
scavenge flow to the deoiler.
This will result in a pressure drop, because the ratio of the pressures will change.
(the oil pressure is the differential pressure of the oil pressure feed line and the
scavenge line).
The No. 4 compartment scavenge oil pressure range is 0 to 160 PSI.
Normal operating pressure is 0-145 PSI after three minutes of stabilization at idle
speed.

79-00-30
A319/A320/A321 79-00 Oil System
Figure 18: Oil Pressure Chart

&/2-).)-5-)$,%/),02%3352%#/22%#4)/.2%&%24/4(%
%.').%/0%2!4)/.!,,)-)43
-!)./),02%3352%.OSCAVENGEPRESSURE 03)'

%.').%/),4%-0%2!452%
-/4 -534"%#&
/2-/2%

-!8 -/0

-). -/0

.

79-00-31
A319/A320/A321 79-00 Oil System
Oil System Pressure Sensing

General
The oil pressure indicating system gives a cockpit indication of the engine oil sys-
tem working pressure.
The indication of this pressure comes electrically from an oil pressure transmitter
on each engine.
The oil pressure transmitter is bolted to a bracket on the top left side of the en-
gine fan case.
The oil pressure transmitter is connected to the engine oil system by two steel
tubes. One tube connects to the oil supply tube (to the engine and gearbox
bearings). The other tube connects to the No. 4 bearing oil scavenge tube (to
the oil scavenge pump).
Power supply: 28VDC from busbar 101PP (202PP).
Pressure range: 0 to 400 psid.
Output voltage: 1VDC to 9VDC varying linearly with pressure from 0 to 400
psid.
Low Oil Pressure Switch

The low oil pressure switch is installed on a bracket at the top left side of the en-
gine fan case, beside the oil pressure transmitter.
The oil pressure switch is connected between the oil supply tube and the No.4
bearing scavenge tube.
When the oil pressure drops below 60 psi the switch closes and a red warning is
triggert in the cockpit.
The set point range is between 45psi and 75psi.

79-00-32
A319/A320/A321 79-00 Oil System
Figure 19: LOP Switch and Oil Press. Transmitter

79-00-33
A319/A320/A321 79-00 Oil System
Magnetic Chip Detectors (M.C.D.)

A total of 7 M.C.D. s are used in the oil scavenge system.
Each bearing compartment and gearbox has its own deticated M.C.D. (two in the
case of the main gearbox) although that for the No.4 bearing is located in the de-
oiler scavenge outlet).
Magnetic Chip Detectors Location
The M.C.D. s for:
No.1, 2 and 3 bearings
main gearbox / L/H scavenge pick-up
angle gearbox
are located to the rear of the main gearbox on the L/H side, as shown below.
The M.C.D.s for:
No.5 bearing
De - oiler (No.4 bearing)
Main gearbox (R/H scavenge pick up)
are located as shown below.
Do not try to install the MCD if the seal rings are not installed. A saftey mech-
anism is installed in the MCD housing to prevent installation of the MCD if
the front seal ring is not installed.
If only the front seal ring is installed, failure of this seal ring could result in an
in-flight shutdown of the engine because of oil leakage.

79-00-34
A319/A320/A321 79-00 Oil System
Figure 20: Chip Detectors

79-00-35
A319/A320/A321 79-00 Oil System
Master Chip Detector Figure 21: Master Chip Detector Post and Pre-Mod
LOCKED
The master chip detector is located in the combined scavenge return linie, on the INDICATION
scavenge filter housing. MARK
OMNI SEAL
The Master Chip Detector is accessible through its own access panel in the L/H
fan cowl.
5 SEAL RING
If the master M.C.D. indicates a problem then each of the other M.C.D.s is in-
spected to indicate the source of the problem. LOCKED
Do not try to install the MCD if the seal rings are not installed. A saftey mech- INDICATION
MARK
anism is installed in the MCD housing to prevent installation of the MCD if
the front seal ring is not installed.
If only the front seal ring is installed, failure of this seal ring could result in an
in-flight shutdown of the engine because of oil leakage.
6 MAGNETIC CHIP
DETECTOR
HOUSING
4 MAGNETIC CHIP
SBE79-0042 DETECTOR
LOCKED
INDICATION
HOLE
BAYONET PIN
LOCKED
SLOT INDICATION
HOLES
2 SEAL RING
3 MAGNETIC CHIP
DETECTOR HOUSING
1 MAGNETIC CHIP

79-00-36
A319/A320/A321 79-00 Oil System
Figure 22: Magntic Chip Detectors

79-00-37
A319/A320/A321 79-00 Oil System
IDG Oil Servicing

IDG Oil Pressure Fill
A quick fill coupling situated on the transmission casing enables pressure filling or
topping up the unit with oil. The oil thus introduced flows to the transmission via
the scavenge filter and external cooler circuit. This ensures:
the priming of the external circuit
the filtration of any oil introduced.
An internal standpipe connected to an overflow drain ensures a correct quantity of
oil.
Oil Filter
A clogged filter indication is provided by a local visual pop out indicator. The indi-
cator is installed on the anti drive end of the IDG.
Oil Level Check

You can read the oil level through two sight glasses located on the IDG.
One sight glass serves for the CFM 56 engine, the other one for the V2500 engine.
The oil level must be at or near the linie between the yellow and green bands.
If the oil level is not at this position, connect the overflow drain hose and drain
the oil until the correct filling level is reached. This will also depressurize the
IDG case.
If the overflow drainage procedure is used it can take up to 20 minutes to
complete.
Failure to observe the overflow time requirements can cause high oil level
condition resulting in elevated operating temperatures and damage/ discon-
nect to IDG.

79-00-38
A319/A320/A321 79-00 Oil System
Figure 23: IDG Oil Servicing

79-00-39
A319/A320/A321 79-00 Oil System
79-30 Oil Indicating System

General
The oil system monitoring is performed by:
indications:
oil quantity (quarts)
oil temperature (degree celsius)
oil pressure (psi)
audio and visual warnings:
oil low pressure (LO PRESS)
oil filter clogging (OIL FILTER CLOG)
ECAM Oil Indications

1. Oil quantity indication flashes green (Advisory):
when QTY <4quarts.
2. Oil pressure indication color turns red (Warning):
when press <60PSI.
3. Oil temperature indication flashes green (Advisory):
when TEMP >156 deg.C
turns amber when oil TEMP < 10 deg C or > 165 deg C.
Oil HI TEMP is displayed:
when oil TEMP >165 deg C or 156 deg C more than 15 min.
4. Oil filter clog (White & amber) warning appears on the screen when the engine
scavenge filter is clogged.

79-00-40
A319/A320/A321 79-00 Oil System
Figure 24: ECAM Oil Indication

79-00-41
A319/A320/A321 79-00 Oil System
Oil Quantity Indicating Low Oil Pressure switching:

The analog signal from the oil quantity transmitter is sent to: To Steering (ATA 32-51)
the SDAC1 To Door Warning (ATA 52-73)
the SDAC2 To FWC (ATA 31-52)
the EIU which transforms the analog signal into a digital signal. To FAC (ATA 22)
To FMGC (ATA 22-65)
The DMCs process the information received as a priority order from the EIUs
through FWC 1 and 2, SDAC1, SDAC2. To IDG System Control (ATA 24-21)
The oil quantity displayed in green on the ECAM display unit is graduated from: Low Oil Pressure Switching via EIU:
0 to 25.8 qts in analog form (the normal max-usable oil quantity in the tank is To CIDS (ATA 23-73)
25 US qts, the maximum oil tank capacity is 30.5 US qts) To DFDRS INTCOM Monitoring (ATA 31-33)
0 to 99.9 in digital form. To CVR Power Supply (ATA 23-71)
To WHC (ATA 30-42)
Oil Temperature Indication To PHC (ATA 30-31)
The analog signal from the scavenge oil temperature thermocouple is transmitted To FCDC (ATA 27-95)
to the EIU. The EIU transforms this signal into a digital signal. To Blue Main Hydraulic PWR (ATA 29-12)
This digital signal is then transmitted to the lower ECAM display unit through the To Rain RPLNT (ATA 30-45)
FWCs and the DMC.
The ECAM oil temperature indication scale is graduated from 0 deg.C to 999 Scav. Filt. Diff. Pressure Warning
deg.C. The Scavenge filter diff. pressure warning is send to the SDAC 1, 2 and then to
ECAM. A message will be displayed on the E/WD.
Oil Pressure Indication
The analog signal from the oil pressure transmitter is transmitted to the SDAC 1,
SDAC2 and the EIU. The EIU transforms this signal into a digital signal.
This digital signal is then transmitted to the lower ECAM display unit through the
FWCs and the DMC.
The order of priority has been defined as follows:
SDAC 1
SDAC 2
EIU.
The oil pressure indication scale is graduated from 0 - 400 PSI.
Low Oil Pressure Switch

The low oil pressure information is send to different aircraft systems.

79-00-42
A319/A320/A321 79-00 Oil System
Figure 25: Basic Schematic

79-00-43
A319/A320/A321 79-00 Oil System

79-00-44
A319/A320/A321 24-22
24 Electrical Power - V2500A

24-22-1
Training Manual Electrical Power
A319/A320/A321 24-22 AC Main Generation
24-22 AC Main Generation The generator is driven at a constant speed of 12000 RPM and cooled by oil
spraying.
General Generator Control Unit Supply

Each engine drives its associated Integrated Drive Generator (IDG) through the The Permanent Magnet Generator supplies the exciter field through the Generator
accessory gearbox. The drive speed varies according to the engine rating. Control Relay and the Generator Control Unit through a Rectifier Unit.
The IDG is split in two parts: the drive and the generator. The Generator Control Unit (GCU) supply from the aircraft network is duplicated
(Back up supply).
The IDG is cooled and lubricated by the IDG oil system.
The excitation control and regulation module keeps the voltage at the nominal val-
Generator Drive ue at the Point Of Regulation (POR).
Using the variable speed input, the generator drive produces a constant speed on Generator Operation Control
the output shaft via a variable ratio differential.
The generator is controlled by the corresponding generator push button. When
The output constant speed is regulated at 12000 RPM. pressed in, if the generator speed is high enough, the generator is energized.
Speed Control If the delivered parameters are correct (Power Ready relay closed) the Generator
Line Contactor (GLC) closes to supply its network.
A mechanical governor, acting on a hydraulic trim unit, controls the differential
gear in order to maintain the constant output speed. Generator Monitoring
The differential gear also controls the oil system pumps in order to lubricate and The FAULT light comes on when any generator parameter is not correct or when
cool the IDG components. the Generator Line Contactor is open.
Control and Monitoring During the AVIONICS SMOKE procedure, the FAULT light does not come on
when the GEN1 LINE push button is set to off.
AC generation is monitored by the Generator Control Unit (GCU). GEN 1 OR 2
The generator failure signal is sent to SDAC 1 and 2 through the Electrical Gen-
push button Controls generator excitation via its Generator Control Unit.
eration Interface Unit (EGIU). When the engine is shut down, the corresponding
For safety reasons and IDG protection, an IDG1 (or IDG2) guarded push button GEN FAULT light is on.
allows manual disconnection of the IDG.
Reset of the system can only be performed on ground, with engines stopped, by Generator 1
pulling the reset handle mounted on IDG casing. To avoid complete loss of fuel pumps during the smoke procedure the GEN 1
LINE push button is released out to open the line contactor.
Generator
The generator 1 is still excited and supplies fuel pumps 1 LH and 1 RH.
The generator is a conventional 3 co-axial component brushless generator which
consists of: Generator Reset
a Permanent Magnet Generator,
When the GEN push button is released out after a fault detection, the Generator
a rotating diode pilot exciter, Control Unit is reset.
the generator itself.

24-22-2
Figure 1: IDG Location

24-22-3
Integrated Drive Generator DO NOT PUSH THE IDG DISCONNECT PUSHBUTTON SWITCH FOR MORE
THAN 3 SECONDS.
The IDG disconnection signal is inhibited when the corresponding engine is not
running. THERE MUST BE AT LEAST 60 SECONDS BETWEEN TWO OPERATIONS OF
THE SWITCH.
Figure 2: IDG Description
115V
400Hz
Variable IDG
Input Disconnect Generator
Speed Mechanism Constant
Input Output Speed
Stepup Differential Permanent 3 Phase
Gear Gear 12000 RPM Magnet 400 Hz
4500-
9120 RPM Generator Generator
Engine
Accessory
Variable Fixed P
Gear Box F
Unit Unit M
G I
Reset E
Handle Hydraulic Trim Unit L
S
U D
P
Mechanical P E
Governor L X
Y C
I
T T
O A
Oil System T
Charge Pump I
Drive Deaerator G
C O
Scavenge N
U
Pumps
IDG 1 Oil
GEN 1 Generator
ELEC Panel Control
FAULT FAULT
Unit
OFF

24-22-4
Figure 3: IDG Oil Cooling and Warning

IDG 1
GCU 1
Drive C
G
Fuel/Oil F
P
Oil in Heat D
Oil Inlet Temp C
Temp Exchanger I
Oil U
Sensor U
System T Rise
Indication
E S
G D E/W
I A Display
Oil Outlet U C
Oil out 1
Temp Temp
Master
Sensor Caut
Overheat
Temp S SC
>185C D
Charge Charge IDG
A System
Pressure Generator Pump De-Activator
Low C Display
Switch 2
Pressure
U Differential
Low S Gear
Input Speed Sensor Oil in
Speed E Charge Temp
IDG 1 R Hydraulic Pressure Sensor
Disconnect Solenoid S Trim Unit Switch
FAULT Cooler
Governor Bypass
Generator Valve
Relief Valve
Oil out
Scavenge Pump Temp
Sensor Fuel/Oil
Oil Filter Heat Exchanger
Oil Sump
Pressure
Fill Port Clogging
Indicator
Fuel System

24-22-5
Figure 4: IDG Oil Level and Differential Pressure Indication DO NOT OPERATE THE IDG:
IF IT CONTAINS TOO MUCH OIL
IF IT DOES NOT CONTAIN ENOUGH OIL
IF YOU DO, YOU CAN CAUSE DAMAGE TO THE IDG.
THE OIL OVERFLOW DRAINAGE PROCEDURE CAN TAKE UP TO 20 MIN-
UTES TO COMPLETE. FAILURE TO OBSERVE THE OVERFLOW TIME RE-
QUIREMENTS CAN CAUSE HIGH IDG OIL LEVEL CONDITION RESULTING IN
ELEVATED OPERATING TEMPERATURES AND DAMAGE TO THE IDG.
Figure 5: IDG Front View
A
A
Normal
(Reset)
B
A320 P Indicator Button
Red OVER 1 (Silver End, Red
FULL
Cylindrical Side)
Yellow
2
Green
ADD ADD 3
Red OIL OIL
CFM-66 Extended

24-22-6
Servicing of IDG 2. If the oil level is within the green band (IDG cold) or within green or yellow
bands (IDG hot), oil servicing is not required.
1. If the oil level is above the line between the green and the yellow band (IDG
cold) or above the yellow band (IDG hot), oil servicing is required. 3. If the oil level is below the green band, oil servicing is required.
The yellow band corresponds to the oil thermal expansion margin.
Figure 6: Servicing of IDG
Red Band OVER 1

FULL
Yellow Band 2
Filter Clogging
ADD 3
Vent Valve Indicator Green Band
ADD
(Vacuum) Oil Filter OIL OIL
Electrical Red Band

Connectors
P INDICATOR
Disconnect BUTTON
Reset Handle
Oil Level
Indicator
NORMAL
EXTENDED
(RESET)
DPI RESETS
REFER TO APPROPRIATE
Oil Out DOCUMENTATION FOR DETAILS OF
Port Oil IN THE ALTERNATE DPI PROCEDURE
Port REMOVE
1 2 3 4 IDG
Overflow Pressure Case Drain
Drain Port Fill Port Plug DPI RESET LABEL

24-22-7
Figure 7: Servicing of IDG
Step One
Attach overflow drain and pressure
fill hoses.
Some oil may come out of the overflow

drain hose when it is connected.
Pump filtered oil into the IDG until

at least 1 more quart of oil comes out Overflow
the overflow drain hose. Drain Hose
Pressure
Fill Hose
Step Two
Remove pressure fill hose only.
Install dust cap.
Dust
Overflow CAP
Allow to drain the overflow- Drain Hose
drain about 20 minutes!
Step Three
Remove overflow drain hose when

drainage slows to drops.
Install dust cap.
Dust
Overflow CAP
Drain Hose

24-22-8
Figure 8: IDG Oil Filter / IDG Installation

4
3
2 Phase Lead Installation
1
Alternate
Configuration
Terminal
Square Block Stud
Washer
Terminal Generator
Block Terminal Lead
Assembly
QAD
Ring
Bracket
Lockwire
O-Rings Bracket
Tension
Bolt
Tension
Bolt

24-22-9
AC Main System AC BUS 1,

The two engine generators provide the AC main generation. The AC main gener- AC ESSENTIAL BUS,
ation supplies the whole aircraft in normal flight configuration. The transfer circuit AC SHEDABLE ESSENTIAL BUS.
supplies either one or the two distribution networks from any generation source: Generator 2 supplies network 2, corresponding to AC BUS 2.
main, Networks 1 and 2 are supplied in priority order:
auxiliary, by their generator,
or ground. by the electrical ground power unit,
System Description by the auxiliary generator,
or by the other generator.
When the two engines run in normal conditions, generator 1 and generator 2 sup-
ply their own network. Generator 1 supplies network 1, including: GEN1 and GEN2 push button switches, on the panel 35VU on the overhead pan-
el, control the generators 1 and 2 respectively via the GCU.
Figure 9: Main AC Distribution System

24-22-10
A319/A320/A321 26-12
26 Fire Protection - V2500A

26-12-1
Training Manual Fire Protection
A319/A320/A321 26-12 Engine Fire and Overheat Detection
26-12 Engine Fire and Overheat Detection

Fire Detectors
Each engine fire detection system consists of two independent loops A and B con-
nected in parallel to the Fire Detection Unit (FDU).
Each loop comprises three fire detectors connected in parallel.
Loops A and B are connected in parallel to the Fire Detection Unit (FDU).
Each loop comprises:
Fan fire detector
Pylon fire detector
Core fire detector.
Fire Detection Unit (FDU)

One Fire Detection Unit is provided for each engine.
The Fire Detection Unit (FDU) processes signals received from the fire detectors.
Warnings
The Fire Detection Unit generates signals for ECAM display, Centralized Fault
Display System utilization and cockpit local warnings.
Fire warning signals are sent to ECAM and engine fire and start control panels.
Loop failure warnings are sent to ECAM and Centralized Fault Display System
(CFDS).
Test P/B
On the engine fire panel, the TEST pushbutton permits the fire detection and the
extinguishing systems to be checked.
During the test, the SQUIB lights come on if the continuity of the squib circuit is
correct. The DISCH lights are also activated but as a lamp test.
The TEST pb checks simultaneously the integrity of the:
Fire detection loops A and B, FDU, indications and warnings.
Squib circuit continuity.

26-12-2
Figure 1: Engine Fire Warning/Extinguishing Figure 2: Fire Panel/Engine Panel

26-12-3
Figure 3: Fire Detector - Pylon
!
:
:
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09,/.&)2%$%4%#4/23
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7$
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7$
3%.3).'
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26-12-4
Figure 4: Fire Detector - Engine
!)234!24%2
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!
(9$2!5,)#
05-0
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2%30/.$%2
2%30/.$%2 !33%-",9
!33%-",9
%,%#42)#!,
#,)0 2%#%04!#,%
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%,%#42)#!,
2%#%04!#,%

26-12-5
Engine Fire Detection Logic

General
The engine Fire Detection Unit (FDU) has two channels capable of detecting any
case of engine fire and loop failure. Each channel does the same detection logic
depending on the loop A and loop B status.
Fire Warning
In case of a fire detected on both loops or on one loop with the other faulty, the
channels provide a fire warning to the ENGINE FIRE panel, ENGINE START con-
trol panel and ECAM displays. The FDU generates a fire warning signal if any of
the following conditions are met:
fire on loop A and fire on loop B
fire on loop A and fault on loop B
fault on loop A and fire on loop B
fault on loop A and fault on loop B within 5 seconds (both loops broken due to
a torching flame).
Loop Fault Warning

In case of a loop failure the FDU supplies a loop fault warning signal to the ECAM
and Centralized Fault Display Interface Unit (CFDIU).
The FDU generates an inoperative signal if any of the following conditions are met:
electrical failure,
integrity failure,
detection of a single loop FIRE during more than 16 s while the other loop is in
normal condition.
Detection Fault Warning

The detection fault logic is based on a dual loop failure. It agrees with a total loss
of the detection system. When the FDU generates two inoperative signals related
to loop A and loop B fault logic, the Flight Warning Computer (FWC) elaborates
the fault warning.

26-12-6
Figure 5: General and Fire Warning

26-12-7
Figure 6: Loop Fault Warning

26-12-8
Figure 7: Detection Fault Warning

26-12-9
Figure 8: Fire Detector - Schematic

26-12-10
Figure 9: Fire Detector - Alarm and Fault States

26-12-11
Electrical Circuits
Fire Detection Circuit
The engine fire and overheat detection system is supplied by the electrical power
from the DC system. Each engine has two continuous loops connected in parallel
to a Fire Detection Unit (FDU). Each FDU has two identical channels: channel A
and B. Each one has its own power supply and is connected to one fire detection
loop.
Fire Extinguishing Circuit

The engine fire extinguishing system is supplied by electrical power from the DC
system. For each engine the system comprises one ENGINE FIREP/BSW, two
SQUIB/DISCHARGE P/BSWs and one TEST P/B located on the ENG and APU
FIRE panel; and two fire extinguishing bottles located in the engine pylon.
Test Pushbutton
The operational test lets the pilot monitor and activate the fire protection system.
It can be done on the ground or in flight. Each engine has its TEST P/B which must
be pushed and held when doing the test. When the TEST P/B is pressed, the fire
warning indications are triggered on the related engine section on the ENG and
APU FIRE panel. Each TEST P/B lets the crew check the condition of the fire de-
tectors, the FDU, and the indication warnings. It initiates the loops and squib tests.

26-12-12
Figure 10: Fire Detection Circuit

26-12-13
Figure 11: Fire Extinguishing Circuit

26-12-14
Engine Fire Pushbutton

Pushing the ENG FIRE P/BSW arms the engine fire extinguishing bottles firing
system. The SQUIB lights come on to indicate that fire bottles can be used. At the
same time the engine is isolated from the rest of the aircraft systems.
Disch Pushbutton
When the AGENT P/BSW is selected the extinguishing agent flows in the rigid
pipes and is immediately sprayed in the engine zones. The amber DISCH legend
comes on when the fire extinguisher bottle is completely discharged. The DISCH
alarm module sends the related signal to the Flight Warning Computer (FWC).
Engine Fire Pushbutton Interfaces

General
During the engine fire procedure, the ENGINE FIRE P/BSW is manually released
out. This triggers several automatic sequences simplifying further crew actions
and system monitoring.
Monitoring Interfaces
Releasing the fire P/BSW out cancels the Continuous Repetitive Chime (CRC),
signals the action to the Flight Warning Computer (FWC) for further management
of other warnings and messages and the SQUIB light comes on, on the engine fire
control panel.
Supply Interfaces
Quick isolation of all systems on the related engine, which could be the origin of
the fire or feed the fire, is achieved as soon as the fire P/BSW is released out.
These systems are:
fuel,
air,
electric power,
hydraulic power.
The electric supply to the Engine Interface Unit (EIU) is also disconnected.

26-12-15
Figure 12: General ... Supply Interfaces

26-12-16
Figure 13: Engine Fire Extinguisher Bottle

26-12-17
Figure 14: Squib and Low Pressure Switch

26-12-18
Figure 15: Distribution Lines Installations

26-12-19

26-12-20
A319/A320/A321 26-99 CFDS System Report / Test
26-99 CFDS System Report / Test

26-99-1
Figure 1: Fire Protection-System Report/Test Figure 2: Engine or APU FDU-System Report/Test

26-99-2
FDU - Bite At power up test, internal functions of the FDU are tested and all the detectors are
isolated from the FDU because detector conditions are simulated by the BITE.
The tests performed by each FDU are:
Power up test The power up test will be initiated if the computer power supply has been de-en-
ergized for more than 200 ms. The duration of the power up test is 57 seconds.
MCDU test
In Operation test The MCDU test is performed by maintenance crew from the MCDU with the air-
craft on ground.
The MCDU test is identical to the power up test.
The In Operation test is divided into a cyclic test and a permanent test.
The In Operation test includes:
Figure 3: FDU-Bite a cyclic test automatically performed and provided that the aircraft is in flight.
During this test, the FDU internal functions are tested as well as the loop B
power supply (for engines and APU), discrepancies between LGCIU1 and
LGCIU2 inputs and the pin programming.
a permanent test, automatically performed when the system operates. During
this test the FDU receives and analyses both detection loop signals. The FDU
continuously monitors the circuits and is capable of detecting one or more fail-
ures in both loop detection circuits.
The power up test is performed automatically as soon as the Fire Detection Unit
is electrically supplied and only if the aircraft is on ground.

26-99-3
Figure 4: FDU Fault Messages-Examples Figure 5: MCDU Messages from FDU

26-99-4
A319/A320/A321 30-00
30 Ice and Rain Protection - V2500A

30-00-1
A319/A320/A321 30-00 Eng. Air Intake Ice Protection
30-00 Eng. Air Intake Ice Protection System Control

ON - (PB-Switch In, Blue)
System Description The ON light comes on in blue. (valve solenoid deenergized).
ENG ANTI ICE ON is indicated on the ECAM MEMO page.
Engine Air Intake Anti-Ice Air Source
When the anti ice valve is open (valve position sw. NOT CLOSED), the zone con-
The air bled from the 7th stage of the high compressor is the heat source. troller sends a signal to the FADEC (ECS signal), this will:
A solenoid-operated shutoff valve (which is designed to fail to the open position) Modulate the Idle speed to Min. PS3 Schedule Demand for both engines.
provides the on-off control. The piccolo tube distributes the air within the leading
Switch the Cont. Ignition- ON (via EIU/EEC).
edge of the intake cowl. The spent air exhausts via a flush duct in the aft cavity of
the intake cowl. OFF - (PB-Switch Out)
Valve Anti ice system is OFF (valve solenoid energized).
For each Engine, hot bleed air is ducted via an ON/OFF valve. FAULT - (PB Switch In, Amber)
The valve is pneumatically operated, electrically controlled and spring loaded Fault light illuminates amber when valve not fully open.
closed.
Upon energization of the solenoid, the valve will close. FAULT - (PB-Switch Out, Amber)
In case of loss of electrical power supply and pneumatic air supply available, the Fault light illuminates amber.
valve will open. The ECAM is activated
It has a Manual Override and Lock. It can be blocked in the OPEN or in the Single chime sounds
CLOSED position. MASTER CAUT light ON
Control Warning message:
ANTI ICE ENG 1 (2) VALVE CLSD
For each engine, the ON/OFF valve is controlled by a pushbutton.
ANTI ICE ENG 1 (2) VALVE OPEN.
Continuous ignition (A/B) is automatically activated on both engines when the
valve is opened.
The FAULT light comes on during transit or in case of abnormal operation.
When the anti-ice valve is open, the zone controller determines the bleed air de-
mand for the Full Authority Digital Engine Control (FADEC) system.
ECAM Page
If at least one of the two engine air intake anti-ice systems is selected ON, a mes-
sage appears in GREEN on the ECAM MEMO display.

30-00-2
Figure 1: Engine Nacelle A/I Architecture
1 2
FADEC
OPEN POSITION
CABIN ZONE SIGNAL
CONTROLLER

30-00-3
System Control Schematic

Figure 2: Control Schematic

30-00-4
Engine Anti Ice Duct and Valve

Anti-Ice Valve Deactivation
refer to MEL. ATA 30.
Procedure
Lock the intake anti-ice valve (1) in the open or the closed position
Remove the lock-pin (4) from the transportation hole (5) in the valve (1).
Use an applicable wrench on the nut (2) and move the valve to the necessary
position (open or closed).
Hold the valve in the necessary position and install the lock-pin (4) in to the
valve locking hole (3).

30-00-5
Figure 3: Engine Anti-Ice Duct and Valve

30-00-6

30-00-7

30-00-8
A319/A320/A321 36-10
36 Pneumatics - V2500A

36-10-1
Training Manual Pneumatic
A319/A320/A321 36-10 General
36-10 General HP Bleed Valve

The HP bleed valve operates pneumatically and is connected by a sense line to a
pressure regulator valve (PRV 4001HA).
Distribution - Description and Operation It is springloaded closed and starts to open at 8 psi HP stage air pressure. It reg-
ulates the downstream pressure to 36 psi when open.
General
It pneumatically closes if:
Both engine bleed air system are similar, but engine 1 only has a direct HP supply the HP stage air is above 100 psi.
line to the hydraulic tank pressurization system. Each system is designed to:
the downstream pressure from the IP stage is above 36 psi.
Select the air source compressor stage (IP = 7th stage or HP = 10th stage air)
the pressure regulting valve (PRV) is closed.
Regulate the bleed air pressure to 44 PSI
the HP bleed override solenoid (4029KS) is energized (IAE-V2500 only)
Regulate the bleed air temperature to 200 C +/- 15C
(During cruise with normal bleed condition, the solenoid (4029KS) is ener-
Air is generally bled from an Intermediate Pressure (IP= 7th) stage of the engine gized. This causes the solenoid opens to ambient the HPV PRV coupling
High Pressure (HP= 10th) compressor to minimize engine pressure losses. This sense line which lets the HPV close pneumatically. It avoid a permanent HP
is the normal engine air-bleed configuration. bleed due to low IP engine pressures.)
The IP stage is the 7th HP compressor stage. At low engine speeds, when the When the HP bleed valve is closed, air is directly bled from the IP stage through
pressure from the IP stage is insufficient, air is automatically bled from a higher an IP bleed check valve (7110HM), fitted with two flappers.
compressor stage (HP stage). This happens especially at some aircraft holding
When the HP bleed valve is open, the HP stage pressure is admitted into the
points and during descent, with engines at idle.
pneumatic ducting and closes the IP bleed check valve. Air is then bled from the
The HP stage is the 10th HP compressor stage. Transfer of air bleed is achieved HP stage only.
by means of a pneumatically-operated butterfly valve, designated HP bleed valve
(4000HA). Pressure Regulator Valve (PRV)
When the HP bleed valve is closed, air is directly bled from the IP stage through The bleed pressure regulator valve (PRV) regulates the downstream pressure to
an IP bleed check valve (7110HM), fitted with two flappers. 44 psi.It is installed in the duct downstream of the IP bleed check valve and the
When the HP bleed valve is open, the HP stage pressure is admitted into the HP bleed valve. The bleed pressure regulator valve also operates pneumatically
pneumatic ducting and closes the IP bleed check valve. Air is then bled from the but opening and closing can be controlled by the temperature limitation thermostat
HP stage only. (CTS 10HA) via sense line.A bleed pressure regulator valve control solenoid
(10HA). The CTS is installed in the duct downstream of the bleed air precooler ex-
changer (7150HM). The CTS controls the bleed pressure regulator valve which
controls the HP bleed valve at the same time.
The CTS reduces the PRV outlet pressure if the precooler outlet temperature ex-
ceeds 235C. The PRV is springloaded closed and stars to open at 8 psi upstream
pressure. The PRV is pneumatically controlled to close via the CTS sense line if:
the precooler outlet temperature is above 245C
a reverse flow condition exists
the control solenoid on the CTS is energized

36-10-2
A319/A320/A321 36-10 General
Overpressure Safety Device two pressure transducers which monitor the pressure in the ducts,
The overpressure valve (OPV) protects the system in case of PRV failure. It is fully two Bleed Monitoring Computers (BMC1 and BMC2) which receive information
pneumatically operated and springloaded open.The OPV starts to close >75 psi from the sensors. They monitor the system and control its operation,
and is fully closed > 85 psi and re-opens < 35 psi. several temperature sensors (provided for regulation) which detect overtem-
perature in ducts and give temperature indication.
Bleed Temperature Control This system is installed in the MID and AFT fuselage and contains:
The bleed temperature is regulated with a precooler. The cooling air flow from the a crossbleed valve which isolates or connects the right and left bleed air and
engine fan is controlled by the fan air valve (FAV). The fan air valve is springload- distribution systems,
ed closed and pneumatically controlled by the temperature control thermostat an APU bleed load valve which is a part of the APU. This valve controls the
(CT) via sense line. The CT modulates the fan air valve to control the bleed air bleed air flow from the compressor of the APU when the supply system of the
temperature at 200C +/- 15C. engine is off or does not operate,
The regulated pressure transducer (Pr) sends the PRV downstream pressure sig- an APU bleed check valve in the APU duct which protects the APU against
nal to both BMCs (Bleed Monitoring Computer) for pressure monitoring and indi- bleed air from the engine(s).
cation.
The transferred pressure transducer (Pt) sends the PRV upstream pressure signal The Ground Supply of Compressed Air (Ref. 36-13-00)
to the respective BMC for LRU failure monitoring via CFDS. This system is installed in the lower MID fuselage on the left side and includes a
ground connector behind panel 191DB. A check valve is installed inside the
The control temperature sensor (CTS) is a dual sensor and sends the bleed air
temperature to both BMCs for monitoring and indication. ground connector. This stops the loss of air when the ground supply unit is not
connected. The HP air is supplied to the distribution systems through the ground
connector.
System Installation
This system is installed in the nacelle and pylon of each engine and includes: Protection of the Pylon and the Nacelles
an Intermediate Pressure Bleed Check (IPC) Valve, This system is installed between the engine pylons and the fuselage. It has a pro-
a High Pressure Bleed Valve (HPV), tection function of the wing leading edge and the nacelle. If there is a major leak
a Pressure Regulator Bleed Valve (PRV) which permits or stops the bleed air in the pneumatic system, a door opens and the pressure is released.
supply. It also keeps the downstream pressure to a specified limit with a Bleed
Pressure Regulated Valve Control Solenoid,
a HP solenoid valve (4029KS) which allows the air in the sense line between
the PRV and the HPV to vent to the atmosphere. This causes the HPV to close.
an Over-Pressure Valve (OPV) which protects the downstream pneumatic sys-
tem if the PRV does not operate,
a bleed air precooler exchanger (air-to-air) which controls the air temperature
downstream of the system. The engine fan supplies cooling air through a Fan
Air Valve (FAV) to the precooler. A Fan-Air Valve Control Thermostat installed
downstream of the precooler controls the butterfly plate of the FAV,
an Exchanger Outlet Temperature Sensor which monitors the temperature in
the ducts,

36-10-3
36-10-4
Pneumatic
36-10 General
TO LH
BLEED AIR
SYSTEM
TO BMC 1
CONTROL
TEMPERATURE
SENSOR T
(6HA1)
TO BMC 2
FAN AIR VALVE
CONTROL BLEED PRESSURE
THERMOSTAT REGULATED VALVE
(7170HM1) CONTROL SOLENOID
TEMP CONTROL (10HA1)
CT TEMPERATURE LIMITING THERMOSTAT
T0 200 C S
CTS - LIMITS TEMP TO 235 - 245 C
BY REDUCING PRV OUTLET
PRECOOLER VENT PRESSURE TO 17,5 PSI
(7150HM) - CLOSES PRV AND HPV IF
VALVE POS.
TO BMC 1 SOLENOID ENERGIZED
- PREVENTS REVERSE FLOW
OVER BY CLOSING OF PRV AND HPV
BOARD
FAV
FAN AIR TRANSFER
VALVE PRESSURE
TP (9HA1) Pt
TRANSDUCER
(7HA1)
A319/A320/A321
Training Manual
TO BMC 1
TO BMC 2 TO BMC 1
for training purposes only

OPV TP
OVER
PRESSURE Pr
VALVE REGULATED
(5HA1) PRESSURE HP BLEED OVERRIDE SOLENOID
TRANSDUCER
(8HA1) - ENERGIZED TO OPEN IF:
VALVE POS. - WING ANTI-ICE NOT SELECTED AND
ENG TO BMC 1 - BOTH BLEED AIR SYSTEM IN USE AND
START TP PRV (REG 44 PSI) - 9th STAGE PRESSURE (PS3) AND
SYS. > 80 PSI AND
BLEED
- FLIGHT ALTITUDE > 15'000 ft
PRESSURE
T
REGULATOR
REG
VALVE
(4001HA1) VENTED IF
TP PRV IS CLOSED
S
COUPLING SENSE LINE
VENT
VALVE POS. HIGH PRESSURE
VALVE POS. HP BLEED OVERRIDE
TO BMC 1+2 BLEED VALVE
TO BMC 1+2 SOLENOID ENG 1
(4000HM1)
(4029KS )
REG
TP
T
IP
CHECK TP
HPV SERVO PRESSURE
VALVE TO ENGINE NACELLE
(7110HM) TO HYDRAULIC ANTI-ICE VALVE
RESERVOIR
(ENG 1 ONLY) HIGH PRESSURE BLEED VALVE (HPV)
Figure 1: Bleed Air System
F IP HP
-
-
-
REGULATES 36 PSI AND CLOSES IF:

10 t h STAGE PRESS >100PSI OR
7t hSTAGE PRESS > 36 PSI OR
A 7
th
STAGE
th
10 STAGE
- COUPLING SENSE LINE IS VENTED
(PRV CLOSE OR HP OVERRIDE
Sep08/Technical Training
SOLENOID ENERGIZED)
N
A319/A320/A321 36-10 General
Figure 2: Bleed Air System Layout

36-10-5
A319/A320/A321 36-10 General
Figure 3: Component Location, Engine and Pylon
Z400
(CTS )
A Bleed Pressure Regulator
Valve Control Solenoid
(CT)
10HA
Fan Air Valve Control
9HA Thermostat
Fan Air Valve
7150HM (FAV) 7170HM
Z400 Wing Anti Ice
Bleed Air Precooler
A Exchanger
6HA (T)
5HA
Heat Exchanger Outlet Sensor
Overpressure
Valve (OPV)
7HA (Pt)
Bleed Pressure to Starter Valve
Bleed Transfer Pressure
Regulator Transducer
Valve (PRV)
4001HA
8HA (Pr)
Bleed Regulated Pressure
Transducer
Fan Air Inlet

(Air from Fan)
4000HA
HP Bleed
Valve (HP)
7110HM
IP Bleed
Check Valve (IPC)

36-10-6
A319/A320/A321 36-10 General
BMC Bleed Monitoring Computer The two BMCs control the closure of the PRV (during warning, engine start, APU
bleed) automatic mode of CROSSBLEED valve and APU bleed valve opening
The two BMCs monitor the operation of the HP bleed valve (close/open micros- availability.
witch signals, and transfer pressure level). They receive and process the signals
and transmit the information per data bus by the System Data Acquisition Concen- The two BMCs monitor the correct operation of the whole system and detect ab-
trator (SDAC) to the ECAM system which generates the system display. normal function of an item. They send this data to the Centralized Fault Display
System (CFDS) (Maintenance Computer).
The indications are: pressure, temperature and position of the main valves (PRV,
HP Bleed Valve, CROSSBLEED and APU BLEED valve). The two BMCs signal If both BMC are failed, the following messages are displayed:
directly to the AIR COND overhead control panel the ENG 1 (2) BLEED FAULT On ECAM W/D: Bleed Monitoring Fault
signal.
On ECAM S/D: xx are displayed in place of temperature, pressure indication and
Additionally, they transmit the information to the Centralized Fault Display Inter- valve position.
face Unit (CFDIU). The CFDIU generates maintenance information which is dis-
played on the Multi Function Control Display Unit (MCDU) if the MCDU MENU is
selected.
Fault Detection and Monitoring of the System

The monitoring system detects failures and abnormal operation of the engine
bleed air supply system. It warns the crew and transmits the relevant information
to the upper and lower ECAM display units. Additionally the MASTER CAUT light
comes on and a single chime sounds. The system also enables abnormal opera-
tion and failure to be detected during flight in order to facilitate replacement on the
ground of faulty components (Line Replaceable Units, LRU).
Valves are fitted with position microswitches for monitoring.
An exchanger outlet temperature sensor monitors the precooler outlet tempera-
ture.
Two pressure transducers monitor the air pressure available in circuit.
The two BMCs monitor the electrical signals from the microswitches of the valves,
the temperature at the precooler outlet, the transferred and the regulated pres-
sures. Additionally, they monitor ambient overheat in pylons, wings and the fuse-
lage.
The two BMCs trigger a warning in case of:
overpressure (>57 psi TD 15sec.)
overtemperature (>257C TD 55sec.)
ambient overheat (Wing, Pylon or APU duct leak)
APU air supply and PRV not closed (TD 8sec.)

36-10-7
A319/A320/A321 36-10 General
Figure 4: BMC Interfaces

36-10-8
A319/A320/A321 36-10 General
High Pressure Bleed Valve allow the HP bleed valve actuator opening chamber supply with reduced pressure
air.
The HP Bleed Valve is a 4 in. dia. butterfly-type valve which operates as a shut-
off and pressure regulating valve. The HP bleed valve is normally spring-loaded When chamber (4) is vented to ambient the clapper (5) leaves its lower seat posi-
closed in the absence of upstream pressure. A minimum pressure of 8 psig is nec- tion and reduced pressure air is allowed to supply the HP bleed valve actuator
essary to open the valve. closing chamber (by unseating the springloaded ball).
The HP bleed valve pneumatically limits the downstream static pressure to 36 plus Figure 5: HP Bleed Valve
or minus 3 psig. It closes fully pneumatically when the upstream static pressure to PRV
reaches 100 plus or minus 5 psig. A pneumatic sense line connects the HP bleed
4
valve with the bleed pressure regulator valve (PRV) in order to make sure that the
HP bleed valve will close when bleed pressure regulator valve is controlled closed.
5
A319 only: A solenoid is installed on a bracket in each pylon. It is connected by a
sense line to the HPV-PRV coupling sense line. When the engine is used with the
old engine bleed air design, the Thrust Specific Fuel Consumption (TSFC) in-
creases. This is because of low IP engine pressures give permanent HP bleed.
To avoid this, during cruise with normal bleed condition:
Wing Anti-Icing (WAI) not selected ON,
Normal bleed configuration (2 bleeds, 2 packs),
Ps3 more than or equal to 80 psig,
Altitude over 15000ft, 3
The solenoid is energized by the Bleed monitoring computer (BMC). It opens to Safety
ambient the HPV-PRV coupling sense line which lets HPV controlled close pneu- Valve
matically.
Closing
Regulation Chamber
The HP bleed valve upstream pressure supplies chamber (1) of the regulator
through a jet to control the position of the clapper (2) and maintain constant air Opening
pressure in the HP bleed valve actuator opening chamber. 2 Chamber
The test intake is used for checking correct valve operation on the ground by di- 6
rectly supplying the regulator.
The HP bleed valve downstream pressure supplies the HP bleed valve actuator
closing chamber through distribution clapper (3). Indeed when downstream pres-
sure reaches the value determined by spring preloading.
1
Opening/Closing Test Intake
Butterfly Microswitch
reduced pressure air supplies chamber (4) of the opening/closing sub assembly
though a jet to control the position of clapper (5) against its lower seat position and Bleed
Air Flow

36-10-9
A319/A320/A321 36-10 General
Bleed Pressure Regulator Valve (PRV) The test intake is used for checking correct valve operation on the ground by di-
rectly supplying the regulator.
(1)The PRV is a 4 in. dia. butterfly-type valve, normally spring-loaded closed in ab-
sence of upstream pressure. A minimum upstream pressure of 8 psig is necessary The downstream pressure supplies the actuator closing chamber through distribu-
to open the valve. tion clapper (4). Indeed when downstream pressure reaches the value determined
by spring preloading.
The PRV pneumatically regulates the downstream pressure to 44 plus or minus 3
psig. Figure 6: Bleed Pressure Regulator Valve
It closes automatically in the following cases: 5 6 7
overtemperature downstream of the precooler exchanger (257 +/- 3) deg.C to Solenoid Thermostat
(60 sec. delay),
from HP
overpressure downstream of the PRV (57 +/- 3) psig (15 sec. delay), Bleed
ambient overheat in pylon/wing/fuselage ducts surrounding areas, Valve
APU bleed valve not closed,
corresponding starter valve not closed.
It is controlled in closed position by crew action on:
ENG FIRE pushbutton switch Closing
ENG BLEED pushbutton switch. Chamber
The PRV closes pneumatically in case of impending reverse flow to the engine.
The Overpressure Valve (OPV) installed downstream of the PRV protects the sys- 4
tem against damage if overpressure occurs.
A sense line (1/4 in. dia.) connects the PRV to the HP Bleed Valve in order to close
the HP Bleed Valve if the PRV is closed or controlled to close. The thermal fuse
installed in the valve body causes the valve to close at 450 plus or minus 25 deg.C.
Regulation
The upstream pressure supplies chamber (1) of the regulator through a jet to con-
trol the position of the clapper (2) and maintain constant air pressure in the actu-
ator opening chamber. 2
The regulator calibration can be modified by the secondary stage of the regulator
which is pneumatically connected to the Bleed Pressure regulator valve Control
Bleed Air
Solenoid according to the air temperature sensed downstream to the PCE. The air
pressure in chamber (3) can vary according to an air leakage controlled by the Flow
Bleed Pressure Regulator Valve Control Solenoid. As clapper (2) remains in con-
tact with its seat (4), downstream pressure still supplies the actuator closing cham-
ber despite a reduced pressure air value lower than the nominal regulation Butterfly
threshold. Test Microswitch
Intake
1 3

36-10-10
A319/A320/A321 36-10 General
Overpressure Valve (OPV) Figure 7: Overpressure Valve

The OPV is a 4 in. dia. butterfly-type valve, whose operation is fully pneumatic. In
normal conditions the valve is spring-loaded open. Regulator Microswitch
Assembly Closing
Regulation Pneumatic
Chamber Actuator
When the upstream pressure increases and reaches 75 psig, the OPV starts to
close (pressure on the piston overcomes the spring force). This decreases the air
flow and so reduces the downstream pressure. At 85 psig upstream pressure the Test Port
OPV is fully closed, it opens again when the upstream pressure has decreased to
less than or equal to 35 psig.
Safety Devices and Indications

The OPV is equipped with a test port which serves to perform an "in situ" test. A
A microswitch in the OPV signals the extreme open position.

Controls and Indicating
OPV operation is fully pneumatic. It cannot be controlled from the cockpit.
Position of the overpressure valve can be seen on the BMC current data label 066
bit 11. (Status 0 = fully open)
Bleed Air
Pressure Butterfly

36-10-11
A319/A320/A321 36-10 General
Fan Air Valve (FAV) Figure 8: Fan Air Valve

The FAV is a 5.5 in. dia. butterfly-type valve, normally spring - loaded closed in the
absence of pressure. A minimum upstream pressure of 8 psig is necessary to
open the valve. The FAV regulates the dowstream precooler exchanger tempera-
ture to 200 plus or minus 15 deg.C (27 deg.F).
A
Regulation
A thermostat installed downstream of the precooler exchanger senses the hot air
temperature and sends to the valve a pressure signal corresponding to precooler
cooling air demand. The FAV butterfly takes a position from fully closed to fully
open to maintain the temperature value of air bled within limits.
A
Safety Devices and Indications
B Position
The FAV is equipped with a test port which serves to perform an "in situ" test.
Indicator
A manual override serves to close the valve mechanically on the ground.
Microswitch
Two microswitches in the valve signal the full open and full closed positions of the Electrical
butterfly. A thermal fuse installed on the valve body closes the valve if the nacelle Connector
temperature reaches 450 plus or minus 25 deg.C (45 deg.F).
Position of the fan air valve can be seen on the BMC current data label 066 bit 12.
(Status 0 = fully open)
Thermal Fuse
Vent Screw
Test Intake
Pressure Tapping
(Motive Pressure)

36-10-12
A319/A320/A321 36-10 General
Fan Air Valve Control Thermostat CT Figure 9: CT

(1) The fan air valve control thermostat is installed downstream of the bleed air CT (7170HM)
precooler exchanger. It controls, through the fan air valve, the engine fan cooling
airflow in order to maintain the bleed air temperature to 200 deg.C (392 deg.F)
plus or minus 15 deg.C (27 deg.F).
(2) Detailed Description
The fan air valve control thermostat contains two mains parts:
a temperature sensing element
Chamber A
a pressure regulator.
Clapper
Regulation Pressure
When the temperature downstream of the precooler exchanger is below the re- Reducing Valve
quired value: Chamber B
the INVAR rod valve remains on its seat
no air flows through the pressure regulator
the FAV remains closed. to the Opening
Chamber of Air Venting
When the temperature is over the required value differential expansion between
the INVAR rod and the stainless steel sensing tube opens the rod valve causing Fan Air Valve
the venting of the chamber A and thus allowing a pressure signal through the ther-
mostat to the opening chamber of the FAV.
Between both values the FAV butterfly has an intermediate position.
Filter
Precooled Air Outlet
Regulating Probe

36-10-13
A319/A320/A321 36-10 General
Temperature Limitation CTS Figure 11: CTS

When the temperature downstream of bleed air precooler exchanger increases Solenoid Assembly Electrical
Non Return Assembly
and reaches 235 deg.C (455 deg.F), the INVAR rod in the sensing tube starts to Solenoid Connector
open the rod valve by differential dilatation. This cause a modification of the but-
terfly position of the bleed pressure regulator valve which tends to close to reduce
the downstream pressure. If the temperature increases up to 245 deg.C (473
deg.F) the rod valve will be full open and the bleed pressure limited to 17.5 psig.
Upstream Plunger
Closure of bleed pressure regulator valve
Precooler
When the solenoid is energized, its valve moves away from its seal and vents the Pressure
bleed pressure regulator valve which closes. When the solenoid is not energized, Solenoid
the solenoid valve is spring-loaded closed. Valve
The Bleed Pressure Regulator Valve Control Solenoid has no direct effect on
the HP Bleed Valve (HPV) operation.
Figure 10: CTS Location
CTS (10HA) Regulator to PRV
A Assembly
Electrical Connector
A Air Vent
Filter
to Pressure Regulator
Valve (PRV) Downstream Thermostat
Solenoid Precooler Assembly
Assembly Pressure
Sensing
Non Return
from Precooler Tube
Assembly
Upstream
Attachment Invar Rod
Plate
Thermostat
Assembly
Note: LH Side Shown

RH Side is Symmetrical

36-10-14
A319/A320/A321 36-10 General
Bleed Transfer Regulated Pressure Transducers Pt Operation

The pressure transducer is a piezo-resistive type cell. It senses the bleed transfer/ The pressure to be measured is ducted to the transducer via a sense line. It acts
regulated pressure and transforms it into a proportional current voltage. on the integrated strain gage of the piezo-resistive cell to generate an electrical
signal proportional to the pressure variation. The signal is transmitted to the bleed
Each pressure transducer consists of: monitoring computer.
a measuring electronic cell
an electrical connector
a pressure port.
Tube
Wing Anti
Z420/480 Ice Duct
Pylon Loop Control Temp. Sensor
6HA1 (6HA2)
CTS Electrical
Connector
TCT
Z410/470
TLT
Transfered Pressure
A
Precooler Transducer
7HA1 (7HA2) Label
7159HM
Housing
Electrical
TPT Connector
RPT
Regulated Pressure
Transducer
8HA1 (8HA2)

36-10-15
A319/A320/A321 36-10 General
Temperature Control Description and Operation has been improved and the high outlet temperature threshold has been reduced.
If the PCE outlet temperature reaches 240C (464F), the Bleed Monitoring Com-
To improve the operation of the engine bleed air, the temperature limitation func- puter (BMC) generates a class 2 maintenance message ''AIR BLEED'' on the
tion of the CTS has been deleted. When 235C (455F) is reached, the Pressure ECAM STATUS page. An associated maintenance message ''THRM (Thermo-
Regulating Valve (PRV) no longer decreases the pressure to reduce the temper- stat), FAV (Fan Air Valve) or sense line'' can be seen on the MCDU.
ature downstream. To replace the CTS function, the thermal efficiency of the PCE
Figure 12: Temperature Control

36-10-16
A319/A320/A321 36-10 General
CFDS MCDU Pages On the SYSTEM REPORT/TEST AIR BLEED page:

AIR BLEED title is replaced by PEU,
On the SYSTEM REPORT/TEST menu page:
PRINT key is deleted.
AIR BLEED key is replaced by PNEU key.
Figure 13:
Classic Enhanced
SYSTEM REPORT / TEST SYSTEM REPORT / TEST
<AIR BLEED ENG> <PNEU ENG>
<APU <APU TOILET>
<RETURN <RETURN
A319/320/321 A318
SYSTEM REPORT / TEST SYSTEM REPORT / TEST

AIR BLEED PNEU
<BMC1 <BMC1
<BMC2 <BMC2
<RETURN PRINT* <RETURN

36-10-17
A319/A320/A321 36-10 General

36-10-18
Training Manual Study Questions
A319/A320/A321 IAE V2500
IAE V2500-Study Questions

71-00 General 7. Where are the drains located?
a) At the rear part of the pylon.
1. How is the thrust rating defined on the V2500-A1? b) At the bottom of the engine.
a) By an engine data programming plug. c) Both at the rear part of the pylon and at the bottom of the engine.
b) By a cockpit selection via MCDU.
c) Automatically by FADEC control. 8. Which fluids can be discharged through the drain?
a) Water, hydraulic and fuel.
2. Which condition is sufficient to close the entry corridor? b) Water and fuel.
a) Engine running. c) Hydraulic and fuel.
b) Engine running above 80% of N2.
c) Engine running above minimum idle. 72-00 Modules
3. With the engine running, what is dangerous. 9. How is the main gearbox driven?
a) The inlet suction. a) By the HP rotor,
b) The inlet suction and the jet wake. b) By the LP rotor
c) The inlet suction, the jet wake and the noise. c) By the HP rotor via the angle gearbox.
4. An oil access door is provided for servicing: 10.The compressor stage N12 is:
a) On the right side fan cowl door. a) The 12th stage of the HP compressor,
b) On the left side fan cowl door. b) The 10th stage of the HP compressor,
c) On the left side thrust reverser "C" duct door. c) The 7th stage of the HP compressor.
5. A starter valve access panel is provided for manual operation: 11.What bearings support the HP rotor?
a) On the right side fan cowl door. a) N3 and N4,
b) On the left side fan cowl door. b) N3, N4 and N5,
c) On the left side thrust reverser "C" duct door. c) N2, N3 and N4.
6. The exhaust directs rearward:

73-00 Engine Fuel
a) The fan air discharge.
b) The engine core exhaust. 12.What directly provides the closure of the PRSOV?
c) Both the engine core exhaust and the fan air discharge a) The FMU
Sep08/Technical Training For training purposes only

Study Questions IAE V2500-1
A319/A320/A321 IAE V2500
b) The EEC only b) Thrust levers between Idle and Climb

c) The MASTER lever to OFF position c) Thrust levers in any position
13.Is same EEC channel always in command? 20.What power level is set if A/THR is lost
a) command altenates between channels on consecutive flight Answer:
b) both channels are in command
c) Always channel "A" in command and channel "B" can be selected by the
crew 21.The actual Fuel Flow signal to the EEC control circuit originates from?
14.What provides EEC with primary N2 signal? a) FF transmitter installed downstream of the fuel metering unit
a) frequency of the dedicated single phase winding inside the PMA b) Calculated value between actual FF and Fuel used
b) dedicated sensor installed on the LP stub shaft c) Dual position resolver driven by the the fuel metering unit
c) Hall effect sensor installed at the LP compressor case
22.In A/THR mode, will changes in the engine power cause movement of the
15.Which sensors are located at the diffuser case? thrust lever?
Answer: Answer:
16.What is the primary mode setting? 23.What type is the LP pump

a) N1 Answer:
b) EGT
c) EPR
24.HP fuel system is protected against excessive pressure by?
17.How is the FF signal transmitted from the EEC to the Fuel Metering Valve
(FMV) Answer:
Answer:
25.How is icing / waxing of the fuel prevented at low temperatures
18.How is the maximum power selected? a) heat from the engine oil transferred from the FCOC
b) low voltage heating element around the fuel pipe
a) move the thrust levers to the FLEX / MCT detent
b) automatically by the Autothrust function on Ground only c) by the Fuel Return Valve (FRV)
c) move the thrust levers to the maximum travel stop TOGA 26.How many torque motors are installed at the FMU and name them
19.With both engines running the Autothrust system is available? Answer:
a) Thrust levers between Idle and FLEX / MCT

A319/A320/A321 IAE V2500
27.What positions the spill valve c) Wet motoring.

Answer: 34.Of which type is the ignition system?
a) Low voltage, low energy.
28.Servo fuel for the actuators is supplied from? b) Low voltage, high energy.
c) High voltage, high energy.
a) from the LP Pump
b) directly from the fuel control unit 35.From where can igniters A and B be selected?
c) dedicated pipe taken away after the fuel flow transmitter a) The engine panel.
b) The ECAM control panel.
29.The overspeed and PRSOV are opened by?
c) The EEC.
a) electrically by actuators
b) pneumatically 36. What causes an automatic continuous relight selection?
c) metered fuel pressure a) IGN START selected.
b) Flame-out detected.
30.Fuel samples can be taken from? c) EEC failure.
Answer:
37. What happens in manual mode when N2 reaches 43%?
a) MAN START pushbutton ON light goes off.
b) The EEC provides the ECAM with a message indicating that the start valve
74-00 Ignition & Starting must be closed.
31.When does the PRSOV open during manual engine start? c) The start valve automatically closes.
a) when the master lever is switched on and the metered fuel pressure over- 38.Where is electrical power for the Ignition coming from?
comes the closing spring on the PRSOV.
Answer:
b) as soon as the master lever switch is switches to the on position
c) simultaniously with the LP fuel valve
32. How does the starter operate?

a) Electrically.
b) Pneumatically. 75-00 Airflow
c) Hydraulically. 1. What is the copressor airflow control system used for?
33.In which case can the EEC abort the start?
a) Automatic start and manual start.
b) Automatic start only.

A319/A320/A321 IAE V2500
2. Which compressor valve is fully modulating? 9. What is the VSV actuator fail safe position?
Answer: a) VSV actuator fully extended
b) VSV guid vanes fully closed
c) VSV actuator fully retracted
3. Do the VIGV and the VSV have a seperate actuator?
Answer: 10.Is the fuel diverter valve a modulating valve?
Answer:
4. VIGV and VSV are fitted at which stages of the HP compressor on A1 and A5?
Answer:
11.Is the fuel return to tank flow valve modulating?
Answer:
5. Where is the servo pressure for stage 7 and 10 handling bleed valve taken
from?
a) 10th stage
b) P3 12.What flight condition inhibit the fuel return to tank flow?
c) P2.5
Answer:
6. Do all stage 7 bleed valve operate in transient condition?
Answer:
13.Air is supplied to the active clearance control (ACC) system by?

7. Which handling bleed valve open, should a compressor surge occur
a) stage 10 air
Answer:7A, 7C and 10th
b) stage 12 air
c) fan air
8. What is the fail safe position of a handling bleed valve, should the electrical
control solenoid fail? 14.Make-up air valve is closed at which conditions?
Answer: Answer:

A319/A320/A321 IAE V2500
15.Stage 10 HPC make-up air provides? 2. Which engine parameters are diplayed on the E/WD?
a) extra cooling air for stage 2 HPT and blades Answer:
b) servo pressure for handling bleed solenoid valves
c) cooling of bearing no.4 compartment only
16.What air is used for cooling the HPC 12 air in the ACAC
3. Which engine parameters are diplayed on engine system display?
Answer:
Answer:
17.What is the cooled HP 12 air used for?

Answer:
Answer:
4. Which speed signal is supplied to the EVMU?

a) N1 only
18.What is the fail safe position of the engine anti-ice valve? b) N1 and N2
a) closed c) N2 only
b) last commanded position 5. How many probes interact with the phonic wheel?
c) open
Answer:
19.When and how is the P2/T2 probe heated?
Answer:
6. How many thermocouples measure the EGT

a) one
b) three
77-00 Indication
c) four
1. N1 speed signal is sensed from?
a) a dedicated wiring inside the PMA 7. EGT is measured at which engine station?
b) speed probes interacting a phonic wheel in the front bearing compartment Answer:
c) speed probes sensing the rpm of the HP turbine shaft

A319/A320/A321 IAE V2500
8. Where is the P2T2 probe located? 14.What senses the movement of the translating cowls
Answer: Answer:
15.How is the movement of the translating cowls synchronised?

9. Which shaft does the air starter rotate
a) By the Engine Control Computer (EEC)
Answer: b) By a flexible drive cable between the actuators
c) The two halfs are not synchronized to each other
10. How is the selection of the accelerometer sensors performed? 16.What is the logic of the reverse operation?
a) The EEC selects the sensor to be used. a) TLA position and aircraft on ground only.
b) The EVMU selects automatically a sensor for each flight. b) TLA position, aircraft on ground and Reverse indication green.
c) The MCDU is used to select the sensor to be used for the next flight. c) TLA position, aircraft on ground, engine running (N2 condition) and both
SECs and EIU signals.
78-00 Exhaust 17.What does the CFDIU simulate during the MCDU reverse test?
a) The TLA.
11.Where is the Hydraulic Isolation Valve located? b) The ground logic.
a) Inside the Hydraulic Control Unit (HCU) c) The N2 condition.
b) Inside the Spoiler Elevator Computer (SEC)
18.What is the purpose of the auto-restow system?
c) in the Hydraulic Tee connection
a) To restow the thrust reverser immediately after detection of any uncom-
12.When is it possible to operate the thrust reverser system? manded movement.
b) To restow the thrust reverser after detection of any uncommanded move-
a) On ground only, ment of at least 10% of travel.
b) On ground and in flight, c) To automatically restow the thrust reverser on cancellation of a deploy com-
c) In flight only. mand.
13.In flight what position and power state is the DCV (Directional Control Valve)?

A319/A320/A321 IAE V2500
19.Which important safety procedure should be performed prior any maintenance 6. What is the pupose of the No.4 bearing scavenge valve?
work on or under the c-duct?
Answer:
Answer:
7. Name the two temp sensors in the oil system

79-00 Engine Oil Answer:
1. How is the oil system protected from high pump delivery pressure?
Answer:
2. Has the pressure filter a bypass valve fitted? 8. The ECAM oil pressure indication is?
Answer: a) Pressure pump delivery minus No.4 bearing scavenge pressure

b) Pressure pump delivery pressure
c) Scavenge pump pressure
3. Where does the filter clog message on the ECAM come from?
Answer: 9. What happens if the oil scavenge filter is clogged?
a) Oil filter clog warning is activated in the cockpit.
b) visual clogging indicator on the filter becomes red.
4. How is the main cooling of the oil system achieved?
c) Oil low press switch closes.
a) FCOC LP fuel system
b) ACOC 10.What protects the scavenge pumps from metallic particles?
c) IDG FCOC
a) A Master Chip Detector.
5. How is the oil removed from Bearing No.4 compartment? b) The scavenge filter.
a) by a scavenge pump located in the gearbox c) Six magnetic Chip Detectors with strainers.
b) by air pressure entering the compartment through the carbon seals
11.Which of the following is not directly scavenged?
c) by suction generated of the de-oiler
a) 1, 2, 3, Bearing compartment.
b) No 4 Bearing compartment.
c) No 5 Bearing compartment.

A319/A320/A321 IAE V2500


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Airbus A319/A320/A321 (IAE V2500A) vs A318/A319/A320/A321 (CFM56) Training Manual

(EASA Part. 66 Cat. B1)

Issue 2 / September 2008 / Technical Training

71 Power Plant - V2500A Drain System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

71-00 Power Plant Drains 73 Engine Fuel and Control - V2500A

Sep08/Technical Training for training purposes only

73-00 Fuel System Presentation FADEC System Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Sep08/Technical Training for training purposes only

EIU Input Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 75-00 System Presentation

Sep08/Technical Training for training purposes only

77-00 Engine Indicating Presentation Thrust Reverser Independent Locking System . . . . . . . . . . . . . . . . . . . . . . 10

Sep08/Technical Training for training purposes only

No 4 Bearing Pressure Transducer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 26-12 Engine Fire and Overheat Detection

Sep08/Technical Training for training purposes only

BMC Bleed Monitoring Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

IAE V2500-Study Questions

Sep08/Technical Training for training purposes only

71 Power Plant - V2500A

MTU Aero Engines 12% Low Pressure Turbine Module

Sep08/Technical Training for training purposes only

Engine Mark Numbers

The D5 variant is now no longer in production, however the engine is still

Sep08/Technical Training for training purposes only

Figure 1: Engine Mark Numbers

Takeoff thrust in Airframe manufacturer

MARK NUMBER TAKEOFF THRUST (LB) AIRCRAFT

Sep08/Technical Training for training purposes only

Introduction IAE V2530-A5 Data

The IAE V2530-A5 engine is flat rated.

Sep08/Technical Training for training purposes only

Figure 2: V2500 Propulsion Unit

Sep08/Technical Training for training purposes only

Safety Zones Jet Wake Hazard Areas

Sep08/Technical Training for training purposes only

Figure 4: Jet Wake Hazard Areas

Sep08/Technical Training for training purposes only

the Combined Nozzle Assembly (CNA)

Sep08/Technical Training for training purposes only

Figure 6: Nacelle Access Doors

Sep08/Technical Training for training purposes only

Sep08/Technical Training for training purposes only

Figure 7: Power Plant Installation Presentation - General

Sep08/Technical Training for training purposes only

Figure 8: Nacelle D/O - Air Intake Cowl

Sep08/Technical Training for training purposes only

Figure 9: Nacelle D/O - Fan Cowl Doors (LH & RH)

Sep08/Technical Training for training purposes only

Sep08/Technical Training for training purposes only

Figure 10: Nacelle D/O - Thrust Reverser "C" Ducts

Sep08/Technical Training for training purposes only

Sep08/Technical Training for training purposes only

Figure 11: Nacelle D/O - Mixed Exhaust System

Sep08/Technical Training for training purposes only

Figure 12: Fan Cowls Opening / Closing

Sep08/Technical Training for training purposes only

Fan Cowl Latch Adjustment

Sep08/Technical Training for training purposes only

T/R Cowling ("C-Duct") Opening / Closing

Before opening: 09,/.

Sep08/Technical Training for training purposes only

Figure 15: C-Duct Opening/Closing

Sep08/Technical Training for training purposes only

Thrust Reverser Half Latches

Sep08/Technical Training for training purposes only