A340-500/600 Airbus: Power Plant 71 80

Airbus
A340-500/600
RR-RB211-Trent-500
Differences_to_
ATA 7180
WiK
Power Plant
EASA Part-66
B1/B2
A340-5/6_7180_B12
Training Manual
For training purposes and internal use only.

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POWER PLANT A340500/600
GENERAL RB211 TRENT 500
7100
ATA 71 POWER PLANT

FOR TRAINING PURPOSES ONLY!
FRA US/T WiK Aug 30, 2005 ATA DOC Page 1

MANUAL FRONT MATTER A340500/600
ATA INDEX AND ABBREVIATIONS RB211 TRENT 500
7100
ABBREVIATIONS
The following list shows an abridgement of the most used abbreviations for the
power plant.
FRA US/E-1 WiK Aug 30, 2005 01|7100 Lists|L1|B2 Page 2

7100
AC Alternating Current DU Display Unit
ACC Aft Core Cowl
A/C Aircraft ECAM Electronic Centralized Aircraft Monitoring System
AB Abnormal ECS Environmental Control System
ADIRU Air Data Inertial Reference Unit EECS Engine Electronic Control System
AMM Aircraft Maintenance Manual EFIS Electronic Flight Instrument System
AOHE Air Oil Heat Exchanger EGB External Gearbox
APF Aft Pylon Fairing EGT Exhaust Gas Temperature
APU Auxiliary Power Unit EIS Electronic Instrument System
ARINC Aeronautical Radio Incorporated EIVMU Engine Interface Vibration Monitoring Unit
A/THR Autothrust EMCD Electric Magnetic Chip Detector
ENG Engine
BB Broad Band EPR Engine Pressure Ratio
BMC Bleed Monitoring Computer E/WD Engine/ Warning Display
BV Bleed Valve
FADEC Full Authority Digital Engine Control
CDL Configuration Deviation List FAV Fan Air Valve
CL Climb FCU Flight Control Unit
CLR Clear (on cockpit push button) FCPC Flight Control Primary Computer
CLSD Closed FDU Fire Detection Unit
CMC Central Maintenance Computer FLT Flight
CMS Central maintenance System FLEX Flexible TakeOff Rating
CTL Control FMS Flight Management System
FMGEC Flight Management Guidance Envelope Computer
DCV Directional Control Valve FOHE Fuel Oil Heat Exchanger

DEP Data Entry Plug FWC Flight Warning Computer
deg F Degrees Fahrenheit FWD Forward
deg C Degrees Centigrade
DISAG Disagree HCU Hydraulic Control Unit
DISCH Discharge HEIU High Energy Ignition Unit
DMC Display Management Computer HI High
DRTO DeRated TakeOff HMU Hydromechanical Unit

7100
HP High Pressure
HPC High Pressure Compressor N1 Low Pressure Assembly Shaft Speed
HPSOV High Pressure Fuel ShutOff Valve N2 Intermediate Pressure Assembly Shaft Speed
HPV High Pressure Valve N3 High Pressure Assembly Shaft Speed
HP1 High Pressure Compressor Stage 1 Bleed N3dot Rate of change of N3
HP3 High Pressure Compressor Stage 3 Bleed ND Navigation Display
HP6 High Pressure Compressor Stage 6 Bleed NRV Non Return Valve
NVM Non Volatile Memory
IDG Integrated Drive Generator
IGN Ignition OAT Outside Air Temperature
IP Intermediate Pressure OLN Operational Limitations Note
IV Isolation Valve OMS Onboard Maintenance System
OPS Overspeed Protection System
JB Junction Box OPV Over Pressure Valve
OVHT Overheat
KN Kilo Newtons OVSPD Overspeed
kt Knot(s)
P0 Intake Pressure
lbf pound force P160 LP Compressor (fan) Outlet Pressure
L/G Landing Gear P20 Engine Air Intake Pressure
LO Low P24 IP Compressor Inlet Pressure
LP Low Pressure P25 HP Compressor Inlet Pressure
LRU Line Replacement Unit P30 HP Compressor delivery Pressure
LVDT Linear Variable Differential Transducer P50 LP Turbine Outlet Pressure
PAmb Ambient Pressure

MAN Manual PC Power Converter
MAX Maximum PFD Primary Flight Display
MCD Magnetic Chip Detector PR Pressure
MCDU Multi Purpose Control Display Unit PROT Protection
MCT Maximum Continuous Thrust PRSOV Pressure Regulating and ShutOff Valve
MMEL Master Minimum Equipment List PRV Pressure Regulating Valve
MTO Maximum TakeOff Thrust psi Pounds per square inch

7100
psid Pounds per square inch differential VCAS Calibrated Airspeed
psig Pounds per square inch gauge VIGV Variable Inlet Guide Vanes
PWR Power VSV Variable Stator Vanes
RCC Remote Charge Converter

REV Reverse
Rpm Revolutions per minute
RVDT Rotary Variable Differential Transformer
SCV Starter Control Valve

SD System Display
SDAC Systems Data Acquisition Concentrator
SLS Sea Level Static
SYS System
TA Traffic Avoidance
TAI Thermal Anti Icing
TAT Total Air Temperature
TBD To be decided
TCAS Traffic Collision Avoidance System
TCU Throttle Control Unit
TEMP Temperature
THR Thrust
TLA Throttle Lever Angle
TO TakeOff
TO/GA Takeoff/Go Around
TOS Turbine Overspeed Protection System
TRA Throttle Resolver Angle
T20 Engine Air Intake Temperature
T24 IP Compressor Inlet Temperature
T25 HP Compressor Inlet Temperature
T30 HP Compressor Outlet Temperature

7100
ATA 71 POWER PLANT

7100 POWER PLANT GENERAL
INTRODUCTION
The RB211 Engine Family
The RB21122B was developed for the Lockheed TriStar. Later models of the
RB211 became a popular option with many airlines for the Boeing 747 and
descendants of the design today power airliners such as the Boeing 777,
Airbus A330 and A340.
RB is standing for Rolls Barnoldswick
211 is standing for the Rolls Royce 3shaft engine family
FRA US/E-1 WiK Aug 30, 2005 02|7100 RR Fam|L1|B2 Page 6

7100
THRUST
(lb 1000)
100 TRENT 800
Boeing 777
80 TRENT 900
Airbus A380
TRENT 700
70 Airbus A330
TRENT 600 Boeing 767

60 -524G/H
Boeing 747
TRENT 500
50 -524D
Airbus A340
Tupolew Tu-204
40 -535E4
-22B
Boeing 757
Lockheed L-1011
Figure 1 Rolls Royce RB211 Family

FRA US/E-1 WiK Aug 30, 2005 02|7100 RR Fam|L1|B2 Page 7
7100
ENGINE DATA
Introduction Rotor Systems and Shaft Speeds
RollsRoyce has developed the high thrust Trent family to meet the strong
market demand for heavyweight, long range Aircraft, and its design exploits Low Pressure (LP) System N1 Indication
proven advance technology to provide a lowrisk route to high power. Single Stage Fan 5 Stage LP Turbine
The engine for the Airbus A340500/600 is designated Trent 500.The Trent Max N1 = 92.5%
500 benefits from the experience of the Trent 700 in the Airbus A330 and the
Trent 800 in the Boeing 777. Intermediate Pressure (IP) System N2 Indication
Reliability is ensured by the use of high technology components and keeping 8 Stage Axial Flow IP Compressor Single Stage IP Turbine
operating temperatures close to RB211 experience. The unique Rolls-Royce Max N2 = 99.4%
threeshaft configuration, a high bypass ratio and enhanced component
efficiencies contribute to improved fuel consumption and overall efficiency. High Pressure (HP) System N3 Indication
6 Stage Axial Flow HP Compressor Single Stage HP Turbine
Engine Data (S.L. static)
Max N3 = 97.4%
Trent 553 53000 lbs.
Take Off Thrust Trent 556 56000 lbs. Dimensions and weights
The diagram opposite shows the engine external dimensions in imperial and
Trent 560 60000 lbs. metric.
Flat Rated Temperature (FRT) ISA +15C
Fan Diameter 97.5 in. 2.47 m
By-pass Ratio (BPR) 7.5 : 1
Dressed Engine Weight 11,000 lb. 5,000 kg
Overall Pressure Ratio (OPR) 38.6 : 1
Starting 700 C 1) Direction of Rotation (All Shafts)
Maximum EGT Takeoff 900 C 2) Counter-ClockWise (CCW) viewed from rear
Max. Continuous 850 C NOTE: Direction of fan blade numbering is ClockWise (CW), viewed from
Redline 920 C rear.

Maximum EPR (Static Engine Ops.) 1.33
Minimum Oil Pressure 25 psi
1) 700 C at less than 50% N3 or 850 C at more than 50% N3 at GND Starts,
850 C at Inflight Restarts
2) Duration for maximum EGT during Take-Off is limited up to 5 minutes or
10 minutes in the event of an engine failure.
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7100
9340 mm
(367.7 in) 3160 mm
(124.4 in)
(124.3 in)
3158 mm
4746 mm 660635 mm
(2625 in) 18761869 mm
(186.8 in)
(73.973.6 in)
6164 mm
(242.7 in)
INBOARD
INSTALLATION
OUTBOARD
7566 mm INSTALLATION
(297.9 in)
Figure 2 Power Plant Dimensions

FRA US/E-1 WiK Aug 30, 2005 03|7100 Data|L1|B2 Page 9
7100
PROPULSION SYSTEM INTRODUCTION

The propulsion system is comprised of the following items:
Air Inlet Cowl
Left and Right Fan Cowl Doors
Left and Right Thrust Reverser Halves (C-ducts)
Engine associated Fairings
Front and Rear Mounts
Exhaust Nozzle Assembly
Aft Pylon Fairing
FRA US/E-1 WiK Aug 30, 2005 04|7100 PropSys|L1|B2 Page 10

7100
AFT
MOUNT
FWD
MOUNT PRIMARY
EXHAUST
NOZZLE
EXHAUST
PLUG
AFT CORE
COWL
INTAKE COWL THRUST REVERSER

(250 kg) (408 kg)
FAN COWL
(62 kg)
Figure 3 Propulsion System Components

FRA US/E-1 WiK Aug 30, 2005 04|7100 PropSys|L1|B2 Page 11
7100
ACCESS PANELS GENERAL LAYOUT

There are a number of access doors and panels around the engine to give
access for maintenance and servicing.
FRA US/E-1 WiK Aug 30, 2005 05|7100 Access|L1|B2 Page 12

7100
ZONE 1 COOLING
AIR INLET
T/R ACTUATOR
ACCESS PANELS
P20/T20
PROBE ACCESS
OIL FILLER/
SIGHT GLASS/
EMCD & T/R INHIBIT
L7 LATCH ACCESS
ACCESS
PANEL
BLOW OUT DOOR
TAI EXHAUST
GRILL IDG ACCESS DOOR
ANTI ICE DUCT IDG ACOC

ACCESS PANEL EXIT NOZZLE
SAV OVRD ACCESS
BLOW OUT DOOR

FAN COWL
OPENING
ZONE 1 SWITCHES
VENTILATION
OUTLET
DRAIN MAST
Figure 4 Nacelle Access Doors and Panels

FRA US/E-1 WiK Aug 30, 2005 05|7100 Access|L1|B2 Page 13
AIR INTAKE COWL RB211 TRENT 500
7161
7161 AIR INTAKE COWL

INTRODUCTION
General
The air intake cowl is an interchangeable aerodynamic cowl installed at the
front of the engine. It ducts airflow to the fan and the engine core. The cowl has
panels for easy access to the components. Acoustic materials are used in the
manufacture of the cowl to help decrease the engine noise.
The cowl assembly has:
an inner barrel and an outer barrel
four nose lip segments
a forward bulkhead and an aft bulkhead
an antiicing ducting
a fancompartment ventilation inletduct
a maintenance interphone jack
the Cowl Opening System (COS)
receptacles for the air intake cover
hoisting points
P20T20 harnesses and tubing
fancowl locator receptacles
Description
A flange, attached to the inner barrel, is used for attachment of the intake cowl
to the engine by forty bolts. The only system in the cowl is the airintake
iceprotection system. This system supplies hot engine air to the internal
surface of the cowl lip to keep the lip warm in icing conditions and thus prevent
ice accumulation. Hoist attachment points on the outer barrel are used for
removal/installation of the cowl.
The air intake cowl divides the air flow. The primary airflow goes through the
intake duct and is straight as it goes into the compressor. The remaining airflow
goes across the nacelle outer surface. The airintake iceprotection system
prevents a buildup of ice on the cowl lips. Hot engine air that goes through the
antiice air duct from the aft bulkhead to the forward bulkhead is fed into the
Dduct and is exhausted overboard through a flush outlet in the outer barrel.
FRA US/E-1 WiK Aug 30, 2005 06|7161 InletCowl|L2 Page 14

AIR INTAKE COWL RB211 TRENT 500
7161
AFT BULKHEAD
AIR INTAKE P20/T20 PROBE FAN ZONE 1 OUTER

COWL LIP ACCESS PANEL COOLING AIR BARREL
INLET
FAN COWL LOCATOR

RECEPTACLE
ATTACHMENT
FLANGE
ANTI-ICE
DUCT
FAN COWL
OPENING
FWD SWITCH
INNER ANTI ICE BULKHEAD
BARREL DISTRIBUTION ANTI-ICE
RING AIR OUTLET
INTERPHONE JACK
Figure 5 Air Intake Cowl
FRA US/E-1 WiK Aug 30, 2005 06|7161 InletCowl|L2 Page 15
FAN COWL RB211 TRENT 500
7113
7113 FAN COWL

INTRODUCTION
Construction Fan Cowl Doors
The fan cowl assembly consists in two semicircular panels, the left fan cowl Each fan cowl door has a number of access doors for maintenance tasks and
and the right fan cowl, that enclose the engine fan case between the air intake outlets as follows:
cowl and the thrust reverser. There are four assemblies per aircraft. Each fan
cowl panel is interchangeable from one engine to another whenever the strakes LEFT FAN COWL DOOR
are removed or installed. Starter control valve access panel
The fan cowl doors are hinged to the aircraft pylon and latched together along IDG (Integrated Drive Generator) oil servicing door
the bottom centerline by four latches. The latches L1 and L2 are different that IDG ACOC (Air Cooled Oil Cooler) outlet
the ones L3 and L4, numbered from forward to rear.
Each fan cowl has an electrical actuator for the opening/closing of the fan cowl RIGHT FAN COWL DOOR
door. The ends of the actuator are permanently attached, one to a fitting in the One common access door for oil tank servicing and level visual check as
fan cowl and the other to a bracket on the engine fan case. well as MCD (Master Chip Detector) inspection, thrust reverser inhibition
There are two hold open rods in each fan cowl door to keep the door in opened lever and inhibition pins storage
position for ground maintenance tasks. The ends of the hold open rods are Zone 1 ventilation outlet
permanently attached, one to a fitting in the fan cowl door and the other to a
bracket on the engine fan case. The hold open rods are locked automatically in
two opened positions of the fan cowl doors: 53.5 deg. and 39 deg.
NOTE: The hold open rods have to be unlocked manually, by pushing down
the automatic locks.
When the fan cowl door is removed the hold open rods are engaged on an
U-profile storage fitting in the fan cowl door.
FRA US/E-1 WiK Aug 30, 2005 07|7113 FanCowls|L2 Page 16

FAN COWL RB211 TRENT 500
7113
KEEPER
FLOATING ASSEMBLY
STRAKE ROD
NUT ADJ. NUT HOOK LATCH SPRING 1
(INBOARD DOORS ONLY)
AXIAL
LOCATOR
HINGE KEEPER
FITTINGS
HEX WRENCH LATCH HANDLE
HOLD LATCH HANDLE TRIGGER

OPEN
ROD PUSH PULL GAGE
HOISTING
AXIAL LOCATOR POINTS
SAV OVRD
EDGE
RESTRAINER
GUIDE ASSY
OPENING FOR LATCH HANDLE
DRAIN MAST AXIAL HOOK
PUSH TO
IDG ACOC LOCATOR RELEASE
OUTLET
IDG ACCESS
PANEL OIL TANK GLASS
KEEPERS ACCESS DOOR NOTE: ADJUSTMENT OF FAN COWL LATCH
TENSION AND FAN COWL DOOR
CLEARANCE IS DETAILED DESCRIBED IN
LATCHES
VENTILATION AMM 711341
OUTLET PANEL
1 ONLY IN LATCHES L3 AND L4
Figure 6 Fan Cowl Doors and Latches

FRA US/E-1 WiK Aug 30, 2005 07|7113 FanCowls|L2 Page 17
FAN COWLING RB211 TRENT 500
7113
MAINTENANCE PRACTICES
FAN COWL DOORS OPENING AND CLOSING
CAUTION: DO NOT OPEN THE FAN COWLS IF THE WIND SPEED IS Closing using Fan Cowl Opening System (FCOS)
MORE THAN 45 KNOTS. Push the UP switch momentarily to take the weight of the fan cowl door off
The fan cowls have an automatic opening/closing system. The system consists the hold open rods
in one electrical actuator in each fan cowl door. The system is able to open the Manually unlock the hold open rods by pulling down the two automatic locks
fan cowl doors with windy conditions up to 45 knots and it is able to keep the of each hold open rod and fix them with the keeper
fan cowl doors in opened position with windy conditions up to 60 knots.
Push and hold the DOWN switch on the nose cowl until the fan cowl doors
The switches UP and DOWN for the automatic operation are placed on the air are completely closed and the axial locators are correctly engaged
intake cowl. There are two opened positions of the fan cowl doors:
Manually push on the lower forward end of each fan cowl door to engage
intermediate 39 (deploy time approx. 28 sec.) the edge restrainer
fully open 53.5 (deploy time approx.. 38 sec.) Make sure that the four latch hooks on the RH door are correctly engaged in
Once the fan cowl door is opened the hold open rods are locked automatically the keepers on the LH door
to keep the doors in opened position. Close the four latches in sequence
NOTE: Before closing of the Fan Cowl Doors the Hold Open Rods have to be L2, L3, L1, L4
unlocked manually.
Manual Operation without Electrical Power
Opening using Fan Cowl Opening System (FCOS) The fan cowl door actuators incorporate a free wheel device enabling the fan
Unlock the four latches on the RH fan cowl in the sequence cowl doors to be opened if 28 VDC is not available. If the operators stop
L4, L1, L3, L2 (numbered from the forward to the rear holding the fan cowl, it slowly closes by itself because the motor provides
resistance to movement.
Push and hold the UP switch on the air intake cowl until the fan cowl door is
open
NOTE: The electrical Fan Cowl Opening Systemf will only function if:
The four latches are released and the opening angle is > 5 DEG
The aircraft is on ground and 28 VDC is available from ground power

source or aircraft power source
The corresponding engine is not running i.e. low oil pressure is detected
Visually check the hold open rods
WARNING: MAKE SURE THAT THE HOLD OPEN RODS ARE LOCKED
AND THAT YOU CAN SEE THE GREEN INDICATOR BEFORE
YOU DO MAINTENANCE ON THE ENGINE.
Momentarily push the DOWN switch on the nose cowl to make sure that the
middle automatic lock of each hold open rod is properly engaged and the
fan cowl sits on the hold open rods.
FRA US/E-1 WiK Aug 30, 2005 08|7113 MP|L2 Page 18

7113
ACTUATOR
HOLD OPEN RODS
L4
L3
L2
L1
PUSH
LATCH HANDLE
39
53,5
FAN COWL
UP/DOWN UNLOCK
SWITCHES
GREEN INDICATOR
(VISIBLE = LOCKED)
IF ELECTRICAL POWER IS REMOVED
AND THE LOCKS ARE NOT ENGAGED
PROPERLY, THE COWL WILL MOVE
DOWN SLOWLY.
HOLD OPEN ROD AUTOMATIC LOCK
Figure 7 Fan Cowl Operation

7113
FCOS FUNCTIONAL OPERATION

Electrical Fan Cowl Operating System
The fan cowls of the Trent 500 engines can be opened and closed using an
electromechanical driven fan cowl operating system (FCOS). The system is
composed of two electromechanical actuators (one beneath each fan cowl),
one C/B (721/722VU), two relays (751/752VU Eng. 2/3 and 807/808VU Eng.
1/4) and two switch boxes (left and right side at each inlet cowl) for each
engine.
The electrical motor of the actuator is equipped with an internal brake which is
set as soon as the motor stops. If for any reason electric power is removed
from the actuator, the brake disengages and the cowl will move down slowly if
the locks are not engaged properly.
The 28 VDC-Bus is only powered, if external power A/B or aircraft power
(Engine/APU) is switched on. With Ground Service only the bus is not
powered. Within the EIVMU the ground signal to the relay is cut off, if the
aircraft is in air mode or the engine oil pressure is not low.
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7113
FAN COWL
OPENING UP
CONNECTOR RELAY BOX PBSW
ELECTRICAL
1
GROUND SOURCE
OR 2 A
28 VDC 3
APU POWER ACTUATOR
4 B
X ELECTRICAL
Z MOTOR
GROUND EIVMU
AND DOWN
ENGINE OIL PBSW
LOW PRESS
FAN COWL OPENING SWITCHES BOX
Figure 8 Electrical Fan Cowl Operating System

FRA US/E-1 WiK Aug 30, 2005 09|7113 FCOS|L3 Page 21
EXHAUST A340500/600
T/R OPENING MECHANISM RB211 TRENT 500
7836
7836 T/R OPENING MECHANISM

INTRODUCTION
General
The thrust reverser opening mechanism is composed of two hydraulic
actuators which are used to open and close the thrust reverser. The actuators
are operated on the ground only during engine maintenance operations. The
operator uses a hand pump of the Ground Service Equipment (GSE).
Description
The thrust reverser opening mechanism is composed of two Cduct actuators
and two hold open rods (HOR). The hydraulic pressure is used to extend the
actuator. The pressure is supplied by the hydraulic hand pump connected to
the actuator. A Hold Open Rod (HOR) keeps the cowl open for the access to
the engine core. The actuators and Hold Open Rod (HOR) are designed to
withstand the loads generated by a 60 knots gust when they are fully deployed.
The actuators are designed to deploy under 45 knots wind gust conditions.
FRA US/E-1 WiK Aug 30, 2005 10|7836 CDucts|L2 Page 22

EXHAUST A340500/600
7836
HOLD OPEN ROD
HOR HOOK LOCK

RED BAND
COWL OPENING
ACTUATOR IN DEPLOYED
POSITION 44 DEG ENGINE FLANGE
BRACKET
COWL OPENING
ACTUATOR IN
STOWED POSITION
ACTUATOR
QUICK
CAP DISCONNECT
HOLD OPEN ROD (HOR)

IN DEPLOYED POSITION
PUMP HOSE
HOLD OPEN ROD IN

STOWED POSITION
OPEN PUMP (GSE)
Figure 9 Thrust Reverser C-Ducts

FRA US/E-1 WiK Aug 30, 2005 10|7836 CDucts|L2 Page 23
EXHAUST A340500/600
7836
OPENING OF THE THRUST REVERSER COWL (C-DUCT)
WARNING: YOU MUST MAKE THE THRUST REVERSER
UNSERVICEABLE (DO THE DEACTIVATION PROCEDURE OF
THE HYDRAULIC CONTROL UNIT) BEFORE YOU DO WORK
ON OR AROUND THE THRUST REVERSER
CAUTION: MAKE SURE THAT THE SLATS ARE RETRACTED BEFORE
YOU OPEN THE INBOARD THRUSTREVERSER COWL OF
ENGINE 1 OR 4 TO 45DEGREES POSITION.
IF THE SLATS ARE EXTENDED, DAMAGE TO EQUIPMENT
WILL OCCUR WHEN YOU OPEN THE COWL
General Policy
Deactivate the thrust reverser for maintenance
Open the 6 oclock latch access door
Open the 12 oclock latch L7 with the handle located at 6 oclock on the
thrust reverser aft core cowl. Fully open the L7 latch handle to ensure that
the hook in 12:00 oclock position has released the U-bolt
Open the 6 oclock latch L6 of the thrust reverser aft core cowl and fully
disengage it
Open the latches L51, L5-2, L4 and L3 above the latch access panel and
fully disengage them
Open the Vband latch L1
Open the latch L2 and fully disengage it
Install the opening pump to the actuator connector and open the C-duct until
the Hold Open Rod can be engaged

EXHAUST A340500/600
7836
OPEN SEQUENCE
SCREWDRIVER
L7L6-L5.1-L5.2-L4-L3-L1-L2
OPERATION
ONLY CLOSE SEQUENCE
L2L3-L4L5.1-L5.2-L1L6L7
LOCK
TRIGGER
L5.2
L5.1
LATCH
ACCESS
DOOR
*
L4
*
L2 L3
*
V-BAND LATCH
* L1
* LATCH ACCESS
V-BAND LATCH L1
LOCK TRIGGER DOOR LATCHES
Figure 10 Thrust Reverser Cowl Latches

EXHAUST A340500/600
7836
CLOSING OF THE THRUST REVERSER COWL (C-DUCT)
General Policy
Install the hand pump to the actuator connector and operate the pump to
disengage the HOR
Open the relief valve and let the thrust reverser cowl close. Make sure that all
the latches are fully disengaged and that the thrust reverser cowl closes
correctly
NOTE: If necessary use the cinching device on the latch l3 to close
the thrust reverser
NOTE: If the thrust reverser c-ducts will not touch each other at the
6:00 oclock position after releasing pump pressure and there
is a big gap visible it might be a consequence of an cross tie
bar position change during maintenance work. in this case
you have to reopen the c-duct and adjust the cross tie bar
position by hand
Engage and close the latch L2
Engage and close the latches L3, L4, L51 and L52
Engage and pull the handle up to close the Vband latch L1 installed in the fan
cowl compartment. Use a screwdriver into the handle for ease closing.
NOTE: Check that the trigger is correctly engaged in the slot of the
handle (the clearance between the trigger and the handle
must be less or equal at 0,4 mm).
Engage and close the 6 oclock latch L6 of the aft core cowl and then the 12
oclock latch L7 with the latch handle at 6 oclock
CAUTION: ALWAYS PUSH THE YELLOW (PUSH TO CLOSE)
LEVER UNTIL ITS END STOP BEFORE CLOSING THE
LATCH L7 TO PREVENT LATCH ROLLERS FROM

DAMAGE
Close the 6 oclock latch access door and the four latch access door latches
Reactivate the thrust reverser

EXHAUST A340500/600
7836
THRUST REVERSER L7 LATCH ASSEMBLY (12 oCLOCK)
HOOK
L7 LATCH
ACCESS TIE ROD
DOOR
see B
L7 REMOTE LATCH
L6 LATCH
(6 oclock)
L7 REMOTE LATCH
ATTENTION: Make sure that the yellow lever is at its end stop before ATTENTION: MOVE THE L7 LATCH HANDLE TO THE FULLY OPEN POSITION
closing the l7 remote latch DURING OPENING SEQUENCE. THEREFORE THE L7-LATCH
HANDLE MUST POINT TO 5:00 OCLOCK POSITION
Figure 11 L6 and L7 Latch Assembly

ENGINE MOUNTS RB211 TRENT 500
7120
7120 ENGINE MOUNTS

DESCRIPTION
General
The engine is attached to the aircraft pylon with two mount assemblies:
Forward Mount Assembly
The forward mount is installed at the top of the intermediate case
Aft Mount Assembly
The aft mount is installed at the top of the exhaust case
These mount assemblies hold the weight of the engine and transmit the thrust
of the engine to the aircraft. Also the mount assemblies transmit vertical, lateral
and torsion loads from the engine to the aircraft structure.
Spherical bearings in each mount let thermal expansion and some movement
between the engine and the aircraft pylon occur. Each of the mount assemblies
is made to be failsafe.
FRA US/E-1 WiK Aug 30, 2005 12|7120 Mounts|L1|B2 Page 28

7120
FORWARD ENGINE MOUNT REAR ENGINE MOUNT

Figure 12 Engine Mounts

FRA US/E-1 WiK Aug 30, 2005 12|7120 Mounts|L1|B2 Page 29
7120
FUNCTIONAL DESCRIPTION
Front Mount Rear Mount
The main attachment bracket attaches to the aircraft pylon with four bolts and The aft mount bracket is a machined forging. It has a forked lug at each end
nuts. The bracket has two symmetrical halves held together by five bolts and and a lug on each of its upper and lower surfaces. The forked lugs are used to
nuts. The two halves are each made from different forgings but are machined attach the mount links. The upper lug is attached to the adaptor beam. The
as one assembly. A cylindrical trunnion, in the center of the bracket, is installed lower lug is attached to the engine exhaust case. The upper and lower lugs are
into a split spherical bearing on the intermediate case. There are two horizontal a failsafe device if a failure of a mount system component occurs.
trunnions, one at the front face and one at the rear face of the bracket. A shear The upper surface of the aft mount bracket also has two holes. One is for a
pin is attached to the top of the bracket with a bolt and nut. shear pin, the other is for an alignment pin. These two pins are part of the
The engine forward mount transmits: pylon adaptor beam. They are of different sizes and are installed at different
Engine thrust distances from the centerline of the beam. This makes sure that the mount
bracket assembly cannot be installed incorrectly.
Side loads
The aft mount bracket assembly is attached to the aircraft pylon through the
Vertical loads
pylon adaptor beam. Four bolts are used to attach the aft mount bracket
to the aircraft pylon. assembly to the adaptor beam. The bolts go through the adaptor beam and are
The thrust and side loads are transmitted from the intermediate case through installed into captive barrel nuts in the bracket assembly. Each bolt is locked by
the split spherical bearing to the cylindrical trunnion. They are then transmitted a bolt retainer washer that is installed on the adaptor beam.
through the main attachment bracket to the aircraft pylon. The rear mount transmits the following loads to the Aircraft pylon:
The vertical loads are transmitted from the intermediate case, through the split Vertical loads
spherical bearings and vertical load links, to the vertical load support beam.
Side loads
They are then transmitted through the front horizontal trunnion and the main
attachment bracket to the aircraft pylon. Torque loads
The main attachment bracket is in two halves to give more than one routing for The engine mount links are machined forgings which, together with spherical
thrust and side loads. bearings and hollow pins, connect the aft mount bracket assembly to the
exhaust case. The left (when viewed from the rear of the engine) link is straight
The engine torque loads are not transmitted through the engine forward mount
and transmits vertical and side loads. The right (when viewed from the rear of
to the aircraft pylon. This is prevented by the end cap and the two bolts that
the engine) link is L shaped and transmits vertical, side and torque loads.
safety the vertical load support beam to the front horizontal trunnion.
The shear pin applies an opposite force to the shear loads at the main
attachment bracket/aircraft pylon interface.
The failsafe catcher link will engage with the rear horizontal trunnion (on the
main attachment bracket) if there is a failure of a primary component in the
vertical load routing. This gives a secondary routing for vertical load if such a
failure occurs.
FRA US/E-1 WiK Aug 30, 2005 13|7120 Mounts|L3 Page 30

7120
SHEAR PIN

VERTICAL LOAD

SUPPORT BEAM

MAIN ATTACHMENT
BRACKET

SHEAR PIN

FAILSAFE LINK
LOCATION
VERTICAL
LOAD LINK

REAR TRUNNION

DUAL FAILSAFE
MOUNTING LUG

FORWARD MOUNT ASSEMBLY
INTERMEDIATE
CASE

TENSION
BOLT HOLE

REAR LINK
ALIGNMENT PIN
LOCATION
AFT MOUNT ASSEMBLY
Figure 13 Forward and Aft Mount Assembly

FRA US/E-1 WiK Aug 30, 2005 13|7120 Mounts|L3 Page 31
ENGINE DRAINS SYSTEM RB211 TRENT 500
7171
7171 POWER PLANT DRAINS

INTRODUCTION
General
The power plant drains system has the following functions:
to collect fuel that has not burned because of an engine shutdown or a start
procedure that has not been completed
to remove and discard fuel and/or oil if a leak occurs from an internal seal in
some accessories (thus the drain system can be used to monitor the
condition of these seals)
to remove and discard all unwanted liquids that collect in the nacelle
Location
The power plant drains system contains a drain collector tank with an attached
ejector assembly that is installed on the forward face of the external gearbox
and a drains mast which is also installed on the forward face of the external
gearbox, adjacent to the collector tank. The drains mast has drain tubes from
different accessories connected to it to let leaks from the accessories drain
overboard.
FRA US/E-1 WiK Aug 30, 2005 14|7171 Drains|L2 Page 32

7171
DRAINS TANK
BREATHER
OUTLET PNEUMATIC
STARTER
FAN CASE
DRAINS MAST
Figure 14 Drains System Components

7171
SYSTEM DESCRIPTION
System Layout
The power plant drains system has a drain collector tank/ejector assembly that
is installed on the forward face of the external gearbox. The tank collects fuel
that drains from the fuel manifold when the engine is stopped. The ejector
sends the collected fuel back to the LP fuel system during the subsequent
engine start. The collector tank has an overflow connection to the drains mast
to discard fuel if the tank becomes too full.
The drains system also has a drains mast which has drain tubes from different
accessories connected to it to let leaks from the accessories drain overboard.
The drains mast also has a connection from the oil breather.
The two VSV actuators are connected to the same drain outlet at the drains
mast. But the drain tube from each actuator has a sump installed before the
two tubes join into one. Thus if fuel comes out of this drain outlet, the defective
actuator can be identified if the two sumps are drained.
There are also drains through the bottom of the nacelle from the turbine drain,
the core fairings and the rear pylon structure. Thus the power plant drains
system removes flammable liquids, which can be the source of a fire, from the
nacelle.
Maintenance Clues
All but one of the drain outlets at the sides of the drains mast are usually dry.
The one outlet that can be wet during usual conditions is that from the drains
collector tank/oil tank scupper/forward pylon structure. This outlet will be wet
with oil if oil is spilled into the oil tank scupper during a maintenance procedure.
It will be wet with fuel if the collector tank becomes to full.
NOTE: This outlet should not be wet with hydraulic fluid. if it is wet with
hydraulic fluid, there is a defective hydraulic component in the pylon
structure.
If one of the usually dry drain outlets becomes wet, then this is a sign that the
related accessory has become defective. Each drain outlet has the name of its
related accessory written adjacent to it. Thus the drains mast outlets can be
easily monitored for signs of a defective component.

7171

FUEL DRAINS OIL TANK
HYDRAULIC TANK SCUPPER

PUMP
FUEL

HMU
PUMP

GEARBOX

BREATHER EXTERNAL
GEARBOX

VARIABLE STATOR FRONT PYLON

VANE ACTUATOR 1 DRAIN

VARIABLE STATOR

STARTER

IDG

S

VANE ACTUATOR 2

LEGEND
S SUMP

DRAINS MAST CORE
FAIRINGS
DRY DRAIN

TURBINE REAR
DRAIN

PYLON
WET DRAIN DRAIN

LP FUEL SUPPLY

Figure 15 Drains System Schematic
7171
Drains Mast Ports
The items that are connected to the drains mast are as follows:
Gearbox Breather
Hydraulic Pump) Fuel Pump/HMU Assembly
Pneumatic Starter
Integrated Drive Generator (IDG)
Variable Stator Vanes (VSV) actuators
Drains Collector Tank
Oil Tank Scupper
Forward Pylon Structure

7171
HYDRAULIC PUMP
FUEL PUMP
VARIABLE STATOR VANE ACTUATORS
FRONT PYLON DRAIN
VIEW ON RIGHT SIDE
OIL TANK SCUPPER/FUEL DRAINS TANK

STARTER
INTEGRATED DRIVE GENERATOR
BREATHER OUTLET
VIEW ON LEFT SIDE
Figure 16 Drains Mast

7171
DRAINS COLLECTOR TANK

COMPONENT DESCRIPTION
Construction
The drain collector tank is a cylindrical unit installed on the forward face of the
external gearbox.
At its top end it has an inlet from the fuel manifold and an outlet to the drains
mast. At its bottom end it has an ejector pump assembly that has an inlet from
the LP fuel supply and an outlet to the inlet side of the LP fuel pump. Installed
between the ejector pump and the collector tank is a Non Return Valve (NRV)
which makes sure that fuel from LP supply does not go into the collector tank.
In the bottom of the collector tank there is a float valve which makes sure that
air does not go into the supply to the LP fuel pump when the tank is empty.
The drain collector tank collects fuel from the fuel manifold during an engine
shutdown or a start procedure on the ground that is not completed. It then
sends the collected fuel to the inlet side of the LP fuel pump during a
subsequent engine start. If the collector tank becomes too full, the unwanted
fuel is discarded overboard through the drains mast.
Functional Operation
When the engine is shutdown, or after a start that has not been completed, fuel
will drain from the fuel manifold into the collector tank. As the fuel goes into the
collector tank it pushes the air out through the outlet tube that goes to the
drains mast.
After some starts that have not been completed, the collector tank can become
full of fuel. If this occurs, subsequent drained fuel goes through the outlet tube
to the drains mast where it is discarded overboard.
Fuel in the collector tank lifts the float valve and move it to the open position.
During an engine start LP fuel flows through the ejector pump. The ejector
pump has an internal venturi. The flow of fuel through the venturi causes the
local fuel pressure in the ejector to become less than that in the collector tank.
This, in turn, causes the non return valve to open which lets the fuel flow out of
the collector tank to the LP fuel pump inlet.
When the fuel level in the collector tank has decreased sufficiently, the float
valve again closes. This makes sure that air from the collector tank does not go
into the LP fuel supply.

7171

OUTLET TUBE INLET TUBE

TO DRAINS MAST FROM FUEL DRAIN MANIFOLD

DRAINS

COLLECTOR
TANK

FLOAT

VALVE

NON RETURN VALVE

LP FUEL SUPPLY
TO LP FUEL PUMP INLET
FILTER EJECTOR
Figure 17 Drains Collector Tank / Ejector Pump

MAINTENANCE PRACTICES RB211 TRENT 500
7100
POWER PLANT STORAGE

General Power Plant Preservation
This section presents the maintenance tasks related to the engine storage. The preservation procedure protects the RR TRENT 500 against corrosion,
These tasks are: liquid and debris entering the engine and atmospheric conditions during periods
Power Plant Preservation of storage and inactivity.
Power Plant De-Preservation The time during which the engine will be stored, and the climatic conditions of
storage are shown in the chart. The chart also gives the preservation
CAUTION: YOU MUST DO ALL THE APPLICABLE PRESERVATION procedures, which must be done in different conditions and for the different
PROCEDURES WHEN YOU PUT AN ENGINE INTO storage times. Refer to the AMM (Aircraft Maintenance Manual) for specific
STORAGE. IF YOU DO NOT, CORROSION AND GENERAL storage requests.
DETERIORATION OF THE CORE ENGINE AND THE FUEL
To find the applicable preservation procedure you have to folow the subsequent
SYSTEM CAN OCCUR.
instructions:
CAUTION: YOU MUST NOT KEEP THE ENGINE IN STORAGE FOR TOO Find the Climatic Condition in which the Power Plant will be stored
LONG. THE TIMES GIVEN IN THE AMM PROCEDURE ARE
Find the Time during which the Power Plant will be stored
THE MAXIMUM FOR WHICH THE ENGINE CAN BE
PRESERVED. IF THE TIME THE ENGINE IS IN Compare this Data with the Chart and make the decision as to which
PRESERVATION IS TO BE EXTENDED, YOU MUST DO THE Preservation Procedures must be done.
FULL PRESERVATION PROCEDURE AGAIN. Before a power plant is put in storage, the following basic procedures must also
be done:
Clean and examine the Power Plant
Make sure the Power Plant is dry
Clean the Power Plant if a Fire Extinguisher has been used on it
NOTE: For power plants stored onwing, desiccant must be used for
protection. it is not necessary to put desiccant and VCI paper in
installed engines, which are put into storage in the desert or in air
conditioned hangars. Also, it is not necessary to put an engine
into an MVP bag if it is stored in an air conditioned hangar.
FRA US/O-2 WiK Apr 28, 2011 17|7100|Stor & Prsv|L2|B1 Page 40
7100
INSTALLED ENGINE / POWER PLANT or

NON-INSTALLED ENGINE / QEC UNIT
INHIBIT THE FUEL SYSTEM
ENGINE IN A MVP BAG

PRESERVE THE MAIN-
ATTACH THE COVERS
INSTALL A REMOVED
INSTALL DESICCANT
The engine must be started or the fuel system
AND THE SEALS

LINE BEARINGS
USE VCI PAPER

must be inhibited on the 31st day of storage
If the engine fuel system is not inhibited,

the engine must be started every 31 days
STORAGE
CONDITION
TIME
ARID up to 30 days
OUTSIDE
31 days to 3 month
(e.g. Dessert)
over 3 month
up to 30 days
NON ARID - CLIMATE 31 days to 3 month
over 3 month
CONSTANT
up to 30 days
TEMPERATURE 31 days to 3 month
AND HUMIDITY
INSIDE
over 3 month
(air conditioned)
up to 30 days
NON AIR CONDITIONED 31 days to 3 month
over 3 month
Figure 18 Power Plant Preservation Chart

7100
Preservation Procedure
1. Find applicable Preservation Procedure acc. AMM
2. Do the Preservation of the Power Plant
A. Clean and examine the Power Plant
B. Make sure the Power Plant is dry
C. Do the applicable Preservation Procedures
D. For Power Plants stored on Wings, Desiccant must be used for
Protection
E. Attach the applicable Covers
F. Make sure, all Dessiccant, Blanks, Covers and Tape are removed from
the Engine before iot is put back into Operation
3. Close-Up
Figure 19 Power Plant Preservation
7100
Power Plant De-Preservation HYDRAULIC TUBE
This De-Preservation Procedure gives the details necessary to put the engine LP FUEL SUPPLY CAPS AT PYLON
TUBE COVER
back into service after it has been in preservation.
If engine is in a MVP (Moisture Vapor Proof) bag, remove the MVP bag. To do BLEED VALVE
this task, first remove the corresponding covers (HU55949 or HU55950). COVERS
Attach the SLINGBEAMENGINE HANDLING to the engine. Remove the

engine from the transportation stand.
WARNING: YOU MUST OBEY THE SAFETY INSTRUCTIONS WHEN YOU
LIFT THE ENGINE. DEATH OR INJURY WILL OCCUR IF THE
ENGINE FALLS IN PERSONS.
Remove the corresponding covers, install again the engine in the transportation
stand and remove the SLINGBEAMENGINE HANDLING from the engine.
Finally and after the MVP bag has been removed, remove all caps and
transportation covers, etc as applicable, from the engine.
HYDRAULIC TUBE
CAPS AT HYD PUMPS
STARTER ELECRTRICAL
ENGINE DUCT CONNECTORS
SLING BEAM COVER COVER
HP6 OFFTAKE
ELBOW DUCT
COVER
TCC
VALVE
INLET
COVER
HP1 OFFTAKE
ELBOW DUCT
FAN COVER
CASE
COVER
REAR BEARING
PYLON DRAIN HOUSING TO NACELLE
IDG AOHE COVER TUBE COVER TUBE COVER
Figure 20 ENG Transportation Stand Figure 21 Engine Covers
ENGINE A340500/600
7200
ATA 72 ENGINE
ENGINE COMPONENTS INTRODUCTION
FORWARD ENGINE IP BLEED VALVE

MOUNT LOCATION (3 LOCATIONS)
STARTER AIR DUCT
FUEL SPRAY NOZZLES
(20 LOCATIONS) FUEL/OIL
HEAT EXCHANGER
REAR ENGINE
MOUNT LOCATION
LP FUEL FILTER
OIL TANK FILLER

ELECTRIC
MCD
OIL TANK
FUEL FLOW
TRANSMITTER
HP BLEED VALVE
(3 LOCATIONS)
Figure 22 Engine Top Right View

FRA US/E-1 WiK Aug 30, 2005 01|7200 Location|L1|B2 Page 44
ENGINE A340500/600
7200
EXTERNAL GEARBOX
DRIVESHAFT
FUEL FLOW FUEL PUMP

TRANSMITTER
OIL PUMP
HYDRAULIC
PUMP
IDG
PNEUMATIC
STARTER
HYDROMECHANICAL
METERING UNIT
Figure 23 Engine Lower Right View
ENGINE A340500/600
7200
ENGINE ELECTRONIC
CONTROLLER
STARTER
CONTROL
VALVE
IGNITION
UNITS ANTI-ICE DUCT
IDG
OIL COOLER
Figure 24 Engine Top Left View

ENGINE A340500/600
7200
DEDICATED
ALTERNATOR
IGNITION UNITS
REMOTE CHARGE
CONVERTER
ANTI-ICE
DUCT VALVE
CENTRIFUGAL
BREATHER
HYDRAULIC
PUMP OIL PRESSURE
FILTER
Figure 25 Engine Lower Left View

ENGINE A340500/600
ENGINE GENERAL RB211 TRENT 500
7200
7200 ENGINE-GENERAL
GENERAL LAYOUT
Propulsion System Turbine Section
Engine power to operate the A340500/600 is provided by four propulsion The function of the turbines is to supply the necessary power to turn the
systems installed on pylons on the underside of the wings. compressors. There are three different turbines as follows:
The RollsRoyce Trent 500 is a 3shaft high bypass ratio turbofan with Low a High Pressure (HP) turbine
Pressure (LP), Intermediate Pressure (IP) and High Pressure (HP) an Intermediate Pressure (IP) turbine
compressors driven by turbines through the coaxial shafts.
a Low Pressure (LP) turbine
Compressor Section Each turbine is connected to its related compressor with a shaft and the shafts
Each engine has a system of three compressors to increase the pressure of are kept concentric with bearings. Energy is taken from the combustion system
the air which flows through the engine. The system includes the items which gas flow to turn the turbines. The remaining gas energy is changed into thrust
follow: at the exhaust nozzle.
a Low Pressure Compressor (LPC) Shaft System Layout
an Intermediate Pressure Compressor (IPC) The LP system consists of a single stage wide chord fan assembly driven
a High Pressure Compressor (HPC) by a 5 stage turbine.
Each compressor is connected with a shaft to its related turbine and each The IP system consists of an 8 stage axial flow compressor driven by a
turbine turns its related compressor. The shafts are coaxial and are held in single stage turbine.
bearings which keep them concentric. The HP system consists of a 6 stage axial flow compressor driven by a
Air which is compressed by the LP compressor, divides into two flows. Most of single stage turbine.
the air goes through the bypass duct (BYPASS AIRFLOW) and gives most of
the engine thrust. The remaining air is compressed more as it flows through the Accessory Drive Section
engine core to the combustion system (CORE AIRFLOW). At specified points The function of the accessory drive section is to transmit mechanical power
on the compressors, air is removed for the operation of aircraft and engine from the HP rotor to the accessory units installed on the external gearbox.
systems. The drive section has the assemblies that follow:
Combustion Section an intermediate gearbox

The combustion system burns a mixture of fuel and air to supply energy as an external gearbox drive shaft
heat. This heat is then released in the system to accelerate the air and give a an external gearbox module
smooth, expanded gas flow to the turbine section.
The combustion system is of a tiled, annular construction incorporating 20 fuel
spray nozzles through which fuel is supplied from the fuel system, in response
to throttle setting and aircraft operating conditions.
FRA US/E-1 WiK Aug 30, 2005 02|7200 Constr|L1|B2 Page 48

ENGINE A340500/600
ENGINE GENERAL RB211 TRENT 500
7200
HP COMPRESSOR HP TURBINE
IP COMPRESSOR IP TURBINE
LP COMPRESSOR LP TURBINE
CORE
AIRFLOW
BYPASS AIRFLOW
EXTERNAL INTERMEDIATE GEARBOX

GEARBOX (STEP-ASIDE GEARBOX)
EXTERNAL GEARBOX
DRIVESHAFT
Figure 26 Engine Mechanical Arrangement

FRA US/E-1 WiK Aug 30, 2005 02|7200 Constr|L1|B2 Page 49
ENGINE A340500/600
MAIN ENGINE BEARINGS RB211 TRENT 500
7200
Engine Main Bearing Arrangement

BEARING HOUSING (SUMP) LP (N1) ROTOR IP (N2) ROTOR HP (N3) ROTOR
LOW PRESSURE COMPRESSOR
(LPC)
ROLLER BEARING
FRONT BEARING HOUSING (FBH)
INTERMEDIATE PRESSURE
COMPRESSOR (IPC)
ROLLER BEARING
LOW PRESSURE COMPRESSOR
(LPC)
BALL BEARING
INTERMEDIATE PRESSURE
INTERNAL GEARBOX (IGB) COMPRESSOR (IPC)
BALL BEARING
HIGH PRESSURE COMPRESSOR
(HPC)
BALL BEARING
HIGH PRESSURE TURBINE
HP/IP (HPT)
TURBINE BEARING HOUSING ROLLER BEARING
(TBH) INTERMEDIATE PRESSURE
TURBINE (IPT)
ROLLER BEARING
LP LOW PRESSURE TURBINE
TURBINE BEARING HOUSING (LPT)
(TBH) ROLLER BEARING
The LP and IP rotor assemblies are each supported by three bearings. There are 4 bearing housings:
The HP rotor is supported by two bearings. Front Bearing Housing (FBH)
Two types of bearings are used in this engine Internal Gearbox Bearing housing (IGB)
Ball bearings for shaft location HP/IP Turbine Bearing Housing (HP/IPTBH)
Roller bearings providing shaft radial support and axial thermal movement. LP Turbine Bearing Housing (LPTBH)
The location bearings for all three shafts are positioned in the intermediate Bearing chambers are sealed using IP and HP air and are isolated from other
case module. engine parts by labyrinth seals.
FRA US/E-1 WiK Aug 30, 2005 03|7200 BRGs|L1|B2 Page 50

ENGINE A340500/600
MAIN ENGINE BEARINGS RB211 TRENT 500
7200
HP HP
HP (N3) ROTOR LOCATION TURBINE ROLLER
BEARING BEARING
IP IP IP
IP (N2) ROTOR ROLLER LOCATION TURBINE ROLLER

BEARING BEARING BEARING
LP LP LP
LP (N1) ROTOR ROLLER LOCATION TURBINE ROLLER
BEARING BEARING BEARING
LP TURBINE
BEARING HOUSING FRONT BEARING HP/IP TURBINE
INTERNAL GEARBOX BEARING
(SUMP) HOUSING BEARING HOUSING
HOUSING
Figure 27 Engine Bearing Arrangement

FRA US/E-1 WiK Aug 30, 2005 03|7200 BRGs|L1|B2 Page 51
POWER PLANT A 340500/600
7200
SYSTEM DESCRIPTION
Pressure and Temperature Stations
Engine parameters are measured at various stations throughout the engine.
The diagram shows the international system of numbering the stations
throughout the powerplant and can be described as follows:
Sensors
St ti
Station D i
Designation
ti Pressure Temperature P
Purpose
0 In front of intake lip (atmospheric) P0 Fuel Flow

(tapped off in Zone 1 at EEC)
20 Inlet to LP compressor (fan) P20 T20 EPR, FF, Comp. Control
25 Inlet to HP compressor P25 T25 Engine Cond. Monitoring
30 Exit from HP compressor P30 T30 (2 off) P30 for FF Limitation and
Flame Out Detection
T30 for Rain/Hail Ingestion
44 Inlet to LP turbine T44 (17 off) EGT (TGT)
50 Exit from LP turbine P50 P50 used for EPR
160 Fan stream (bypass) P160 Engine Cond. Monitoring
FRA US/E-1 WiK Aug 30, 2005 04|7200 Stations|L2 Page 52

POWER PLANT A 340500/600
7200
EPR + P50
P20
0 20 24 160 25 30 44 50
LP COMPRESSOR LP TURBINE N1
IP COMPRESSOR IP TURBINE N2
HP COMPRESSOR HP TURBINE N3
Figure 28 Engine Stations

FRA US/E-1 WiK Aug 30, 2005 04|7200 Stations|L2 Page 53
ENGINE A340500/600
7200
Trent Engine Modules

The Trent engine consists of eight modules as follows:
MODULE DESIGNATION ATA

No. CHAPTER
01 LP Compressor Rotor 31
02 IP Compressor 32
03 Intermediate Case 33
04 HP System 41
05 IP Turbine 51
06 External Gearbox 61
07 LP Compressor Case 34
08 LP Turbine 52
The fan blades are nonmodular items but can be considered as part of
Module 01.
Benefits of Modular Construction

The modular construction gives several important benefits:
Decreased turnround time for repair
Lower overall maintenance costs
Reduced spare engine holdings

Maximum life achieved from each module
Savings on transport costs
Ease of transport and storage
Onwing test capability after any module change
The engine is completed by the addition of various nonmodular items and
systems e. g. fuel, oil etc.
Modules 01, 02, 03, 04, 05 and 08 form the core engine and this core can be
replaced as a complete assembly.
FRA US/E-1 WiK Aug 30, 2005 05|7200 Modules|L2 Page 54

ENGINE A340500/600
7200
MODULE 03
INTERMEDIATE CASE
MODULE DATA
PLATES
(MODULES
MODULE 02 01/02/03)
IP COMPRESSOR
MODULE 07
LP COMPRESSOR
MODULE 01 CASE
LP COMPRESSOR
ROTOR
ENGINE DATA
SLIP PLATE
(MODULE 07
DATA PLATE )
MODULE 08
LP TURBINE
LP COMPRESSOR
BLADE MODULE 05
(non modular) IP TURBINE
MODULE DATA PLATE

(MODULE 04)
MODULE 06
MODULE 04 EXTERNAL GEARBOX
HP SYSTEM
Figure 29 Trent 500 Modular Breakdown
FRA US/E-1 WiK Aug 30, 2005 05|7200 Modules|L2 Page 55
ENGINE A340500/600
COMPRESSOR SECTION RB211 TRENT 500
7222
7222 GAS GENERATOR FAIRINGS

General
The gas generator fairings give a smooth inner surface to the annulus through
which the Low Pressure (LP) compressor air flows. Six fairings are installed, in
Zone 2, around the front part of the Intermediate Pressure (IP) compressor.
Zone 2 is around the core engine IP compressor stage. The fairings, which can
be removed, give access to:
the Variable Stator Vane (VSV) mechanism
the Variable Inlet Guide Vane (VIGV) mechanism
the front bearing oil system and scavenge tubes
the left and right bleed valve controllers
the zone 2 fire detector (loops A and B)
the zone 2 fire extinguishing discharge nozzle
Structure
Each fairing is made of carbon fibre with a honeycomb core and an inner
surface which has fireproof protection. The external surface of the fairings is
holed for engine noise reduction. On each side of the engine there is an upper,
a center and a lower fairing. The two upper fairings each have a hole adjacent
to the rear edge to let cooling air into the zone No. 2. A hole in each of the two
lower fairings lets the cooling air out.
These four fairings are of equivalent size but have different rear edge contours
to align with their installed position.
The fairings are installed between the LP Outlet Guide Vane (OGV) inner ring
and the thrust reverser cowl door inner surface. The fairings are sealed with D
seals.
NOTE: For Gas Generator Fairing Inspection Procedure refer to AMM.
FRA US/E-1 WiK Aug 30, 2005 06|7222 GGF|L3 Page 56

ENGINE A340500/600
7222
UPPER
FAIRING
ZONE 2
TOP
BIFURCATION
BOLT
COOLING AIR D-SEAL

INLET
CENTER
FAIRING
A
COOLING
AIR OUTLET
A-FRAME
STRUT
A BOTTOM
LOWER BIFURCATION
FAIRING
Figure 30 Gas Generator Fairings

FRA US/E-1 WiK Aug 30, 2005 06|7222 GGF|L3 Page 57
ENGINE A340500/600
7230
7230 COMPRESSOR SECTION

General LP COMPRESSOR CASE
The compressor system has three axial flow compressors in a triple spool The LP compressor case includes two cylindrical cases which are connected
configuration. The compressors are turned independently by their related together. They are attached with nuts and bolts at the mating flanges. The front
turbines, each at its most satisfactory speed. The shaft which connects the LP case of this assembly contains the LP compressor rotor and the Outlet Guide
compressor to the LP turbine goes through the center of the IP shaft. There are Vanes (OGVs). The external gearbox is installed at the bottom of the front and
roller bearings at each end of the LP shaft, and a location bearing in between rear cases. Attached to the outside of both the front and rear cases there are
these. many system components, electrical harnesses and tubes.
The shaft which connects the IP compressor to the IP turbine goes through the The front case is made from ARMCO (Austenitic Stainless Steel). Linings are
center of the HP compressor drum. This shaft also has roller bearings at each attached to the inner surface of the front case to make a smooth outer annulus
end with a location bearing in between. At each end of the HP assembly there wall. Opposite the LP compressor blade track there is an attrition lining. At
is a stubshaft and a bearing. In front of the compressor there is a location each side of the blade track attrition lining this there are front and rear acoustic
bearing and behind the HP turbine there is a roller bearing. The three sets of linings. the acoustic linings are made of aluminium honeycomb panels which
location bearings, one for each shaft, are contained in the internal gearbox. can be removed. Attached to the front of the rear acoustic lining panels are ice
The roller bearings are contained in three different bearing compartments. impact panels. The ice impact panels are resistant to ice which can be released
Each compressor has sets of rotor blades around the circumference, through by the LP compressor blades.
which the air flows. Each compressor system is completed by its related At the rear of the front case is the OGV outer ring. Attached with bolts to the
compressor case. The compressor cases are installed around the compressor OGV outer ring are 58 OGVs. The OGVs are hollow titanium vanes filled with
rotors and contain sets of stator vanes. The installed position of each set of blue filler. The vanes are installed at equal distance around the circumference
stator vanes is behind a set of rotor blades. Thus a rotor blade and a stator and the inner ends are welded to an inner ring. At the front of the OGV inner
vane make one compressor stage. Each compressor case is the outer wall of ring there is a splitter fairing. The outer surface of the splitter fairing makes a
the annulus through which the air flows. smooth inner annulus wall.
The rear case is made from aluminium. Two titanium supports, (A frames),
connect the rear case to the core engine. The aluminium surface of the rear
case has large openings where the items which follow are installed:
the IDG air/oil heat exchanger (Ref. 242100)

the external gearbox drive shaft (Ref. 726100)
The internal circumference of the rear case has six honeycomb acoustic panels
bonded to the surface. These panels align around the openings in the surface
and have holes to align around the LP compressor case supports, (A frames).
The A frame struts are installed on the horizontal centerline, on both sides of
the rear case. They attach to location points on the intermediate case. On the
rear outer edge of the case there is a V groove which gives axial location to the
thrust reverser.
FRA US/E-1 WiK Aug 30, 2005 07|7230 Compr|L3 Page 58

ENGINE A340500/600
7230
CURVIC COUPLING ENGINE SECTION

LP COMPRESSOR PHONIC STATOR VANES
ROTOR WHEEL REAR CASE
FRONT CASE REAR CASE
ANNULUS
FILLER
OUTLET GUIDE
VANES
LP COMPRESSOR
SHAFT
SPLITTER
FAIRING VIGVs
DISC REAR
LP COMPRESSOR SEAL PLATE
SHAFT
LP ROLLER BRG
IP COMPRESSOR IP ROLLER BRG
FRONT STUB SHAFT
ARMCO ACOUSTIC
FRONT CASE LININGS
AIR INTAKE
FAIRING/SPINNER DISC REAR SEAL PLATE FRONT BEARING
HOUSING
WIDE CHORD BLADES
Figure 31 LP Compressor and Case
ENGINE A340500/600
7230
LP COMPRESSOR ROTOR
The LP compressor is a one stage rotor with 26 widechord type blades which
engage in axial dovetail slots in the rotor disk. Each blade is held in the disk by
a shear key, and radial movement is prevented by a slider assembly.
Installed between adjacent blades, and held by a front support ring, there are
annulus fillers to give a smooth contour. The LP shaft is attached to the disk
with a curvic coupling and held with bolts. Behind the coupling there is a roller
bearing which keeps the shaft in the correct radial position. The bearing is
installed in the front bearing housing.
At the rear of the rollerbearing innerrace assembly there is a machined
phonic wheel. This is used with an electrical pickup to measure LP
compressor speed. Behind the compressor disk there is a rear seal plate which
makes a small part of the inner annulus wall. The seal plate also isolates LP
compressor air from the IP5 air which pressurizes the front bearing housing.
Forward of the disk there is a fairing and spinner assembly which is attached to
the disk with bolts. The spinner tapers to a point and gives a smooth contour
for the intake air.
At the rear end of the LP compressor shaft, internal splines engage with
splines on the LP turbine shaft. A coupling, a splined locking ring and a nut that
can be adjusted, connect the two shafts together. If the LP compressor shaft
breaks, separation of the LP compressor from the engine is prevented by a
failsafe shaft. The failsafe shaft is installed internally in the LP compressor
shaft. The failsafe shaft is kept in position at the rear by a collar and a nut
attached to the LP turbine shaft. At the front, the failsafe shaft is attached to
the LP compressor shaft with nuts and bolts. The rear of the LP compressor
shaft is held in a location ball bearing which keeps it in the correct axial
position.

ENGINE A340500/600
7230
LP COMPRESSOR
ROTOR DISC
PHONIC
WHEEL
LP COMPRESSOR
ROTOR SHAFT
ANNULUS
FILLER LP COMPRESSOR
ROLLER BEARING
INNER RACE
PHONIC WHEEL
FAILSAFE SHAFT
Figure 32 Low Pressure Compressor (LPC) Rotor

ENGINE A340500/600
7230
INTERMEDIATE PRESSURE COMPRESSOR
VSV CONTROL COMPRESSOR
Construction ARMS STATOR VANE
The IP compressor module is an eight stage axial assembly consisting of four UNISON RING
main sections:
Front Bearing Housing (FBH)
Variable Stator Vane (VSV) case VSV CASE
IP compressor case
IP compressor rotor
At the front of the assembly the FBH is connected to the VSV case. The rear of
the VSV case is attached to the front of the IP compressor case. The FBH, the
VSV case and the IP compressor case are attached at their mating flanges
with bolts. The IP compressor case is installed around the compressor rotor.
Stubshafts are connected to the front and rear of the IP compressor rotor drum
to install it between bearings.
Front Bearing Housing (FBH)
The Front Bearing Housing (FBH), most of which is made of titanium includes a
hub, which locates
the LP and IP compressor bearings
an oil sump
the LP- and IP shaft speed probes
Connected to the hub are the Engine Section Stator vanes (ESS) or fixed inlet
guide vanes. The vanes are welded together as one unit and there are lugs on
the outer ring. These lugs are connected to the Fan Outlet Guide Vane (FOGV)
torsion ring to make the FBH/OGV joint. This FBH/OGV joint holds the LP
compressor case to the core engine.
IP COMPRESSOR
Installed in the FBH hub are the LP and IP shaft roller bearings and an oil
STAGE 3 TO 8
sump. Also, there are the speed probes which measure both LP and IP CASE
compressor speeds. Three vanes contain tubes to supply oil to and from the
roller bearings. The hub is connected to the inner ring of the ESS vanes by ALL WELDED
front and rear panels. In the rear panel there are holes which let IP5 sealing air DRUM
into the FBH.
Behind the ESS vanes there are 58 Variable Inlet Guide Vanes (VIGV). At the FIRST STAGE UNISON RING
external surface the VIGVs are connected by a unison ring and levers to the ROTOR BLADE
VIGV/VSV operating mechanism.
Figure 33 IP Compressor

ENGINE A340500/600
7230
FRONT BEARING HOUSING VARIABLE STATOR IP COMPRESSOR CASE

(FBH) VANE (VSV) CASE
LUGS
(FBH/OGV
JOINT) VARIABLE INLET
GUIDE VANES
ENGINE SECTION STATOR
(ESS) VANES
FIXED INLET GUIDE VANES
LP COMPRESSOR
FRONT BEARING
OUTLET
GUIDE
VANES
LP COMPRESSOR
(FAN) SHAFT
IP COMPRESSOR
FRONT BEARING FAILSAFE SHAFT
Figure 34 IP Compressor Cross Section

ENGINE A340500/600
7230
Variable Stator Vane Case
The IP compressor case can be divided into two cylindrical parts. The front
part, which is made of titanium, contains the first two stages of the compressor.
This is the VSV case, which can be divided into two semicircular halves.
Stage 1 and 2 stator vanes, which are variable, are installed in these half
casings and are connected to the VIGV mechanism.
Intermediate Pressure Compressor Case
The IP compressor case is flanged and bolted to the rear of the VSV case and
is made of steel and contains stages 3 to 8 of the compressor. It also can be
divided into two semicircular half cases. The stage 8 stator vanes, also known
as the IP compressor outlet guide vanes are contained in a case which is
flanged and bolted to the rear of the IP compressor case.
Intermediate Pressure Compressor Rotor

The IP compressor rotor is an assembly of eight titanium rotor discs, in
between the discs there are spacers that have interstage seal fins. The discs at
stages 1 to 6 have axial dovetail slots into which the rotor blades are installed.
Retaining plates and lock plates keep the blades in position. At stages 7 and 8
the blades are installed in circumferential dovetail slots. These blades are
locked in position with nut and screw lock assemblies.
The IP front stubshaft is attached to the stage 1 disc with bolts, the forward
end of the stubshaft has a phonic wheel for IP speed measurement. The stage
6 disc incorporates a drive arm with a curvic coupling to which the rear
stubshaft is attached. Splines in the stubshaft engage with splines on the IP
turbine shaft.

ENGINE A340500/600
7230
RETAINING
RING
SPECIAL LOCK
NUT AND SCREW
ASSEMBLY
LOCK PLATE
AXIAL DOVETAIL SLOTS

CIRCUMFERENTIAL
DOVETAIL SLOT
Figure 35 Typical Compressor Rotor Blade Installation

ENGINE A340500/600
7230
INTERMEDIATE CASE
The intermediate case is one of the major structural parts of the engine and
made from two titanium cylindrical casings, which are welded together.
The hub of the casing supports the Internal Gearbox, which
contains the three location bearings for the three compressor shafts and
provides the drive for the external gearbox drive housing.
The front part of the casing has a strengthened top section to include the front
engine mount. Above and below the centerline are the positions for the
installation of the A frame struts. These struts connect to the inside of the LP
case. The front part of the intermediate case is installed around the rear part of
the IP compressor case. The flange connecting to a flange at the rear of the
VSV case.
The rear part of the intermediate case is installed around the HP compressor
case. The flange connecting to a flange of the combustion chamber outer case.
In the rear case there are ten vanes which support the internal gearbox
housing. These aerofoil shaped vanes are hollow, some contain tubes that
supply oil to and from the internal gearbox, others supply IP compressor air for
cooling and sealing purposes. The structural part of the intermediate gearbox
is incorporated into the intermediate case.

ENGINE A340500/600
7230
FWD ENGINE MOUNT

LOCATION
HOLLOW AIRFOIL
SHAPED VANES
(10 off)
HP COMPRESSOR
FRONT STUBSHAFT
A FRAME FITTING (WITH BEVEL GEAR)
HP LOCATION BEARING
IP LOCATION BEARING
LP LOCATION BEARING
A FRAME FITTING
Figure 36 Intermediate Case

ENGINE A340500/600
7230
HIGH PRESSURE COMPRESSOR
System Design
The HP system comprises:
High Pressure Compressor Rotor STAGE 1 TO 4
ROTOR ASSEMBLY STAGE 56 AND REAR
Combustion Chamber and Outer Case CONE ASSEMBLY
MINIDISC
High Pressure Turbine
System Construction
The HP compressor rotor is a sixstage assembly. The first four titanium discs
welded together to form one drum. The final 2 stages are of heat resistant
alloy. The first four stages of blades are installed in axial dovetail slots and are
locked with retaining plates. Stages 5 and 6 are installed in circumferential
dovetail slots and locked with nuts and screws.
The rotor blades 1 and 2 are made of titanium and the others of a heat
resistant alloy.
Welded to the rear of the stage 6 disc is a titanium cone that tapers rearwards.
At the rear of this cone is a mini disc to which the HP turbine is connected.
The HP compressor case is an assembly of six flanged, cylindrical casings
bolted together. The flanged joints are also the location for the rotor path
abradable linings. There are slots in this assembly for the installation of the
stator vanes.
The stage 6 stator vanes are also the HP compressor outlet guide vanes
(OGVs). These are installed at the entrance of the combustion chamber inner
case.
CURVIC
COUPLING
HPC CASE
Figure 37 HP System

ENGINE A340500/600
7230
HP COMPRESSOR CASE FUEL BURNER COMBUSTION COMBUSTION HP TURBINE

SPRAY MOUNT SUPPORT OUTER CASE NOZZLE
NOZZLE RING CASE GUIDE VANES
(FSN)
COMBUSTION
CHAMBER
HP TURBINE
BLADES
HP TURBINE
ROTOR FRONT
COVERPLATE
CURVIC STAGE 1 TO 4 STAGE 56 AND HP COMPRESSOR HP COMPRESSOR MINIDISC COMBUSTION HP TURBINE HP TURBINE
COUPLING ROTOR ASSEMBLY REAR CONE OUTLET GUIDE VANES OGV REAR CASE REAR INNER ROTOR DISC STUB SHAFT
ASSEMBLY (OGV) CASE
Figure 38 High Pressure System Cross Section

ENGINE A340500/600
COMBUSTION SECTION RR TRENT 500
7240
7240 COMBUSTION SECTION

Purpose COMBUSTION SUPPORT CASE
The combustion system burns a mixture of fuel and air to supply energy as The combustion support case is in a radial position between the combustion
heat. This heat is then released in the system to accelerate the air and give a outer case and the combustion chamber. At the front of the combustion support
smooth, expanded gas flow to the turbine section. case is the location plate for the HP compressor stage 6 air offtake. In the
center of the combustion support case is the burner mounting ring. This gives
Combustion System the location for the 20 fuel spray nozzles. There is also borescope access in
The combustion system contains the primary components that follow: the combustion support case for the HP compressor stage 5 and the HP
Combustion Outer Case turbine NGVs.
Combustion Support Case COMBUSTION CHAMBER
Combustion Chamber The combustion chamber is an annular liner assembly. It consists of an an
HPC Outlet Guide Vanes (OGVs) and Case Assemblies inner combustion liner and an outer combustion liner. To help make the
Combustion Inner Case combustion liners more cool tiles are attached to the inner walls of both the
inner and outer liners. There are two circumferential rows of holes in the liner
Fuel Spray Nozzles
walls and adjacent holes in the tiles. The holes let air flow through the liners
Igniter Plugs and tiles into the combustion chamber.
COMBUSTION OUTER CASE The fuel spray nozzles are installed through the combustion head and engage
in the front of the combustion chamber. Around each fuel spray nozzle head is
The combustion outer case is installed between the compressor intermediate
a burner seal and heatshield assembly.
case and the High Pressure/Intermediate Pressure (HP/IP) turbine case. In the
front skin section is a boss for the HP 6 air offtake seal assembly. HPC OUTLET GUIDE VANES
The burner ring is part of the combustion outer case and is attached by welds The HP compressor OGVs and case assemblies are installed at the front of the
to the front and the mid skin sections. The burner ring is a fully machined combustion chamber. The HP compressor OGVs are installed between the
forging with 20 openings, through which the fuel spray nozzles are installed. front and rear case OGV case assemblies. HP compressor outlet air goes into
There are two igniter plugs installed through bosses in the combustion outer and around the combustion chamber through the OGVs.
case.
COMBUSTION INNER CASE
There are eight bosses machined in a ring around the combustion outer case
that give borescope access through to the combustion chamber. There are also At its front, the combustion rear inner case is attached to the HP Compressor
bosses in the combustion outer case which give borescope access to the HP OGV rear case. At its rear, it is attached to the HP Turbine Nozzle Guide
compressor stage 5 and the HP turbine Nozzle Guide Vanes (NGVs). Vanes (NGVs) and the HP turbine static seals.
FRA US/E-1 WiK Aug 30, 2005 08|7240 Comb|L3 Page 70

ENGINE A340500/600
COMBUSTION SECTION RR TRENT 500
7240
INNER DISCHARGE NOZZLE

HPC OGV
REAR CASE
Operation
INNER
Air supplied from the compressor section flows COMB.
between the HP compressor OGVs. Some of HEATSHIELD LINER COMBUSTION
this air goes through the front of the combustion REAR INNER
chamber head and then through the fuel spray CASE
nozzle heads. Here it is mixed with atomized
fuel to be burned in the combustion chamber.
FSN
At the front of the combustion chamber, more air
is added to the air/fuel mixture for combustion. HPT NGVs
Also, the effect of this air flow helps give a HPC OGVs
stable flame.
An electric spark from an igniter plug starts the OUTER
combustion. Air is also added in the combustion DISCHARGE
chamber, through the holes in the liner walls and NOZZLE
tiles. This air is mixed with the air in the
combustion chamber to complete combustion.
The cooled gas flow goes out of the combustion OUTER
chamber through the HP turbine NGVs. From COMBUSTION
here it flows into the turbine section. BURNER LINER
MOUNT RING
COMBUSTION
OUTER CASE
COMBUSTION
SUPPORT CASE
IGNITER PLUG
BORESCOPE
BURNER RING ACCESS
Figure 39 Combustion Section

FRA US/E-1 WiK Aug 30, 2005 08|7240 Comb|L3 Page 71
ENGINE A340500/600
TURBINE SECTION RR TRENT 500
7250
7250 TURBINE SECTION

HIGH PRESSURE TURBINE (HPT)
HP Turbine Rotor Discs and Blades
The HP turbine is a one stage disc which is attached to the rear of the
compressor drum with bolts.
On the rear face of the disc there is a flange which attaches to a stubshaft.
This is connected to the inner race of the HP roller bearing which holds the rear
of the HP assembly.
On the front face of the disc there is a cover plate with two sets of seal fins.
Cooling air passes through holes in the cover plate and flows up the face of the
disc. The cooling air flows into grooves at the base of the blade slots and then
into the blade to give blade cooling:
Adjacent to the casing rear flange is a turbine case cooling (TCC) air manifold.
FRA US/E-1 WiK Aug 30, 2005 09|7250 Turbine|L3 Page 72

ENGINE A340500/600
7250
CONVEX
AEROFOIL
SURFACE
HP TURBINE
ROTOR DISC
LEADING EDGE
HP TURBINE
STUB SHAFT CONCAVE
AEROFOIL SURFACE
HP TURBINE BLADES
OUTER AEROFOIL
PLATFORM CONCAVE SURFACE
LEADING
EDGE
TRAILING
HP TURBINE EDGE
BLADES
INNER PLATFORM FILM COOLING

HOLES
HP TURBINE NOZZLE GUIDE VANES
Figure 40 HPT NGVs and Blades

ENGINE A340500/600
7250
INTERMEDIATE PRESSURE TURBINE (IPT)
IP Turbine Case
The IP turbine case houses
the IP nozzle guide vanes (NGVs) and
the IP turbine rotor
the LP turbine stage 1 NGVs and
the HP/IP turbine bearing housing
The IP turbine case is surrounded by the turbine case cooling (TCC) air
manifold. In front of the rear case are location bosses for the 17 EGT
thermocouples
IP Turbine Nozzle Guide Vanes (NGVs)

The IP turbine NGVs are hollow.
Through some of the other NGVs are tubes
to supply oil to and from the bearings,
to supply IP 8 cooling air to cool the housing, and
to vent the sump area.
IP Turbine Rotor
The IP turbine is a single stage turbine assembly.
At the hub of the disc a drive arm extends rearwards, which connects to the IP
turbine shaft and stub shaft using taper bolts.
The IP turbine shaft runs forward and is connected to the IP compressor stub
shaft with helical splines.
The IP stubshaft runs forward to engage with the IP turbine roller bearing.
LP1 Turbine Nozzle Guide Vanes (NGVs)

To the rear of the turbine blades are the 1st stage nozzle guide vanes of the LP
turbine (LP1 NGVs). Internally of seventeen of this vanes the EGT
thermocouples assemblies are installed. The gas enters the vanes via two
holes in the concave side and leaves the vanes via two openings in the convex
side of the NGV airfoil.

ENGINE A340500/600
7250
HP/IP TURBINE CASE
TURBINE CASE
COOLING MANIFOLD FIRST STAGE LP
NOZZLE GUIDE VANE A
KNIFE SEAL
HP3IP8 SEAL PANEL
HP/IP BEARING IP TURBINE DISC

SUPPORT ASSEMBLY
A IP TURBINE
STUB SHAFT
IP NOZZLE GUIDE VANES
IP TURBINE
ROLLER BEARING
HELICAL SPLINES
HP TURBINE
ROLLER BEARING
THERMOCOUPLE
IP TURBINE SHAFT
Figure 41 Intermediate Pressure Turbine

ENGINE A340500/600
7250
LOW PRESSURE TURBINE (LPT)
LP Turbine Case
The LP turbine case is a onepiece cylinder flanged and bolted between the IP
turbine case at the front, and the exhaust outer case at the rear.
Around the case is a cooling duct through which cooling air flows.
On the inner surface between the NGV locations there are seal segments
which touch the turbine blade shrouds.
LP Turbine Nozzle Guide Vanes

In front of each stage of turbine blades there is a stage of NGVs.
The first stage of NGVs, which are hollow, are installed as 3 vane sets in the
outlet from the IP turbine case.
One vane in each set of seventeen sets contains a thermocouple and another
set includes an overheat detector.
Stages 2, 3, 4 and 5 NGVs, which are solid, are installed in the LP turbine
case.
LP Turbine Rotor
The LP turbine has five discs which are bolted together to form a drum.
The stage 4 disc acts as the drive arm and attaches to the turbine shaft with a
curvic coupling.
Also attached to the drive arm on the rear face is a stub shaft that connects the
LP turbine to the LP roller bearing in the tail bearing housing to provide radial
support.
The stub shaft also connects to a phonic wheel shaft assembly for LP turbine
shaft speed measurement.

ENGINE A340500/600
7250
LP STAGE 2 NOZZLE GUIDE VANES
COOLING DUCT LP STAGE 5

TURBINE BLADES
PHONIC WHEEL
CURVIC COUPLING
TURBINE BLADE SHROUD

LP TURBINE CASE
LP TURBINE SHAFT
LP STAGE 1
TURBINE BLADES
Figure 42 Low Pressure Turbine

ENGINE A340500/600
7250
TAIL BEARING HOUSING SUPPORT STRUCTURE
Costruction
The tail bearing housing support structure includes a hub that is held concentric
in an outer case by twelve radial hollow vanes.
Some of the vanes contain tubes that supply
oil to and from the bearing housing, and
IP 8 air to cool and seal the bearing.
Five of the vanes have pressure inlets in the leading edge to measure LP
turbine outlet pressure (P50).
These pressure values are used as part of the engine pressure ratio (EPR)
system.
The front flange of the case is attached with bolts to the rear flange of the LP
turbine case.
At the rear flange to the primary exhaust nozzle around the case are two
flanges to increase the strength.
Attached to these flanges, at the top, is the rear engine mount.

ENGINE A340500/600
7250
REAR ENGINE
MOUNT
OUTER CASE
TAIL BEARING
SUPPORT
ASSEMBLY
LP TURBINE
ROLLER BEARING
PRESSURE INLETS
(P50)
Figure 43 Turbine Exhaust Case

ENGINE A340500/600
ACCESSORY DRIVE SECTION RR TRENT 500
7261
7261 ACCESSORY DRIVE SECTION

FUNCTIONAL DESCRIPTION
Purpose External Gearbox Module (EGM)
The function of the accessory drive section is to transmit mechanical power The EGM housing is an aluminumalloy casting. It is installed below the fan
from the HP rotor to the accessory units installed on the external gearbox. The case by 3 clevis mounts with shouldered bushings. The EGM housing front
drive section has the assemblies that follow: face has installation faces for the accessories and equipment that follow:
an Intermediate Gearbox (IGB) ON THE FRONT FACE
an external gearbox drive shaft Air Starter Motor
an external gearbox module Hydraulic Pump
Mechanical power is transmitted from the HP shaft to a core engine mounted Centrifugal Breather
Intermediate Gearbox (Step-Aside Gearbox), which turns the External Gearbox Dedicated Alternator
Driveshaft to drive the fan case mounted External Gearbox accessories,
ON THE REAR FACE
mounted on the gearbox front and rear face.
Integrated Drive Generator (IDG)
The drive shafts for the installed accessories are sealed by noncontact air
blown labyrinth seals fed with IP8 air and all accessory interfaces are protected Oil Pump Assembly
by a drains system. LP/HP Fuel Pumps and Hydromechanical Unit (HMU)
During engine starting the gearbox also transmits power from the air starter
motor to the engine.
The gearbox also provides a means of hand turning the HP rotor system
through the breather assembly for maintenance purposes.
Intermediate Gearbox (IGB)

The intermediate gearbox is installed below the intermediate case and contains
two bevel gears. The input bevel gear is connected to the N3 rotor, the output
bevel gear is connected to the external gearbox drive shaft.
External Gearbox Drive Shaft (EGDS)

The EGDS assembly provides power power transmission between the
intermediate gearbox and the input drive gear. It includes the higher and lower
drive shaft shrouds and the drive shaft. The drive shaft shrouds are made of
titanium. Removal of the external gearbox driveshaft is possible without
detaching the External Gearbox Module (EGM).
FRA US/E-1 WiK Aug 30, 2005 10|7261 EGM|L3 Page 80

ENGINE A340500/600
ACCESSORY DRIVE SECTION RR TRENT 500
7261
HYDRAULIC
PUMP
EXTERNAL
GEARBOX
MODULE
CENTRIFUGAL
BREATHER
EEC DEDICATED FUEL PUMP

ALTERNATOR AND HMU
STARTER
INTERMEDIATE
GEARBOX
(STEP-ASIDE
GEARBOX)
OIL PUMP
ASSEMBLY
EXTERNAL
GEARBOX
DRIVE SHAFT
LOWER BEVEL
GEARBOX
INTEGRATED DRIVE GENERATOR (IDG)
Figure 44 External Gearbox Module

FRA US/E-1 WiK Aug 30, 2005 10|7261 EGM|L3 Page 81
ENGINE A340500/600
FAIRING/SPINNER RB211 TRENT 500
7235
7235 FAIRING/SPINNER
General
The spinner assembly directs air into the hub of the fan and has following main
parts:
Spinner
Fairing
Support Ring
Spinner
The air intake spinner is made of composite material and has a rubber tip to
prevent ice buildup.
The spinner attaches to the support ring on the front of the fan disc with 27
bolts and is located by a timing dowel. 9 of the bolts secure 9 support brackets,
which are located by 2 dowels on the spinner flange.
Fairing
The fairing smooths the airflow across the flange between the spinner and fan
disc.
There are also alignment dowels on the spinner flange, which locate the fairing.
Support Ring
The support ring is connected to the forward flange of the fan disc and is used
for attaching the spinner components,
to fix the locating dowels of the annulus fillers and to secure the fillers
against axial displacement,
to secure the sliders below the fan blade dovetails, and
for the installation of balance weights.
FRA US/E-1 WiK Aug 30, 2005 11|7235 Spinner|L3 Page 82

ENGINE A340500/600
7235
FAIRING SUPPORT BRACKET

(9 OFF)
SCREW
(9 OFF)
AIR INTAKE
SPINNER
AIR INTAKE
FAIRING
Figure 45 Air Intake Fairing and Spinner

ENGINE A340500/600
7235
AIR INTAKE FAIRING AND SPINNER REMOVAL AIR INTAKE FAIRING AND SPINNER INSTALLATION
Preparation Installation of the Air Intake Spinner
Install the engine rear covers Install the air intake spinner in position on the LP compressor disc, with its
timing pin engaged in the pin hole of the LP compressor disc
WARNING: YOU MUST MAKE SURE THAT APPLICABLE COVERS ARE
INSTALLED TO THE REAR OF THE ENGINE. THE NOTE: The white arrow marked on the air intake spinner points to the timing
MOVEMENT OF AIR THROUGH THE ENGINE CAN CAUSE pin.
THE LP COMPRESSOR TO TURN VERY QUICKLY AND Hold the air intake spinner in position
CAUSE INJURY.
If necessary install the trim balance bolt assemblies to their initial positions
Tighten the LP compressor to the LP compressor outlet guide vanes as recorded during the removal task
Removal of the Air Intake Fairing Put the nine fairing support brackets into position on the air intake spinner,
with their pin holes engaged on the pins of the air intake spinner and install
Use an marker to mark a correlation line on the air intake fairing, the air
the nine bolts
intake spinner and the related annulus filler
Install the remaining bolt assemblies
Remove the nine screws
Use a AIR INTAKE SPINNER EXTRACTOR and -ADAPTER to release the Installation of the Air Intake Fairing
air intake fairing Put the fairing in position on the spinner
Remove the air intake fairing Make sure that the air intake fairing is aligned with:
Removal of the Air Intake Spinner the correlation mark on the annulus filler and the air intake spinner
the screw holes in the fairing support brackets
WARNING: YOU MUST BE CAREFUL WHEN YOU MOVE THE SPINNER.
BECAUSE IT WEIGHS 5 KG, AN INJURY CAN OCCUR. the white line around the air intake spinner
Install the nine screws
NOTE: The trim balance bolt assemblies must be installed in their correct
initial positions during the installation of the spinner. This is to keep
the balance of the LP rotor correct.
NOTE: If you want to install a new spinner, record the positions of all trim
balance bolts which are installed.
Remove all trim balance assemblies (if necessary)
Hold the air intake spinner
Remove the remaining bolt assemblies
Remove the air intake spinner

ENGINE A340500/600
7235
TIMING PIN TRIM BALANCE WEIGHT (A, 52.6 GRAMS) AND

A
BOLT ASSEMBLY (W.O. WASHER), as required
FAIRING SUPPORT
BRACKET B TRIM BALANCE WEIGHT (B, 36.3 GRAMS) AND
BOLT ASSEMBLY (W.O. WASHER), as required
SUPPORT RING
BOLT (9 off)
AIR INTAKE
SPINNER
PIN (18 off)

BOLT
ASSEMBLY
RUBBER TIP (18 Off)
A
OMEGA SEAL
Figure 46 Nose Cone Spinner

ENGINE A340500/600
LP COMPRESSOR MODULE RB211 TRENT 500
7231
7231 LP COMPRESSOR BLADES

Fan Blade Assembly
The 26 wide chord titanium fan blades (hollow, with internal
Warren-Girder-Structure) incorporate an inner platform with a dovetail feature
for location in the disc.
The fan blade assembly consists of following items:
FAN BLADE
SHEAR KEY
SLIDER ASSEMBLY
ANNULUS FILLER
The fan blades fit into dovetail slots in the LP compressor disc. Each blade is
axially located by one shear key that fits into a slot in the disc. A rubber strap
on the base of the blade dovetail holds the shear key on the blade.
A slider assembly fits in the dovetail slot at the end of each blade and ensures
that the shear key is located in the slot in the disc.
Installed between adjacent blades, and held by a front support ring, there are
26 annulus fillers located, which provide an aerodynamic profile at the base of
each blade. They are manufactured in aluminium and incorporate retention
lugs, which mate with the disc lugs for location. They also incorporate a rubber
strip on both sides, which abut the airfoil surface of the fan blade.
FRA US/E-1 WiK Aug 30, 2005 12|7231 FanBlade|L3 Page 86

ENGINE A340500/600
7231
EXTRACTION B

Area of METCO 58. Same on

THREAD the two sides of each blade
CHOKING SLIDER
PAD ASSEMBLY
A

A

LP COMPRESSOR
DISC SEAL
FINS
ANNULUS
RUBBER FILLER
STRAP
LP COMPRESSOR
ROTOR BLADE
SHEAR KEY
Figure 47 Fan Blade Assembly

ENGINE A340500/600
7231
FAN BLADE AND ANNULUS FILLERS REMOVAL
Safety Precaution Removal of on LP Compressor Blade and Fillers

Install the exhaust nozzle and the thrust reverser covers Remove the annulus fillers from each side of the blade that is to be
removed
INSTALLED TO THE REAR OF THE ENGINE. THE Use the temporary marker to identify (with numbers) the location of each
MOVEMENT OF AIR THROUGH THE ENGINE CAN CAUSE of the blades and the annulus fillers. Identify the blades, annulus fillers
THE LP COMPRESSOR TO TURN VERY QUICKLY AND and the blade positions with the numbers 1 thru 26 in a counterclockwise
CAUSE INJURY. direction (fwd looking aft). Start at the blade that is aligned with the
yellow paint stripe (and the correlation mark) on the rear inner surface of
Remove the air intake fairing and spinner
the disc.
Pull each annulus filler forward to disengage it from the LPC disc
Removal of the Air Intake Support Ring
Remove the two annulus fillers
Record the positions of all balance weights installed on the support ring
Turn the LP rotor so that the blade to be removed is at
attachment bolts
Bottom Dead Center (BDC)
Remove the bolts, the washers and/or the balance weights
Safety the LP compressor to the outlet guide vanes at three equally spaced
NOTE: The bolts will only have either a washer or a balance weight. No positions, or, install the IMMOBILIZER TOOL, this will prevent movement of
bolts should have a washer and a balance weight. the outofbalance compressor
Use applicable bolts and install them in the extraction bushes for releasing Use the EXTRACTOR and ADAPTER to remove the slider assembly
the support ring
WARNING: YOU MUST MAKE SURE THAT YOU CAN HOLD THE
COMPONENT BEFORE YOU REMOVE/INSTALL IT. THE
COMPONENT IS HEAVY. IF IT FALLS, IT CAN CAUSE INJURY
TO PERSONS AND DAMAGE TO THE EQUIPMENT.
CAUTION: YOU MUST MAKE SURE THAT THE LP COMPRESSOR
BLADE DOES NOT TOUCH THE ADJACENT BLADES WHILE
YOU REMOVE/INSTALL IT. IF YOU LET THE LP

COMPRESSOR BLADES TOUCH EACH OTHER, YOU CAN
CAUSE DAMAGE TO THE BLADE(S).
Hold the blade and carefully lift it radially until the shear key disengages
from the safety slot. Then pull the blade forward approximately one inch and
lower the blade back to the bottom of the disc groove
Pull the blade slowly forward until it is removed. Turn the blade while you
remove it so that it does not touch the adjacent blades

ENGINE A340500/600
7231
SLIDER PLATE
COMPRESSOR
DISC
A
EXTRACTOR ADAPTER
2 1
26
1 26
3 2
25 25
3
4 24
EXTRACTOR 1 24
2 26
4 25
3
5 23
A 4 24 23
5 YELLOW PAINT
5 STRIPE 23 22
6
LPC BLADE
22
6 22
6
21
7
CORRELATION 21
7 MARK 21
7
20
8 20
AIR INTAKE 8
SPINNER 8
20
SUPPORT RING 19
9 19
9
9 18 19
10
18
10 11 17
10 18
12 16
BALANCE 17
13 15
WEIGHT 11 11
14
17
16
12 12
15 16
13 14
13 15
14
WASHER
(as required) LP COMPRESSOR DISC
BOLT (36 off) EXTRACTION BUSH

(6 off)
Figure 48 Fan Blade Removal / Installation

ENGINE A340500/600
7231
FAN BLADE AND ANNULUS FILLERS INSTALLATION
Moment Weight Difference (MWD) - Calculation Moment Weight Difference within Limit
NOTE: If serviceable fan blades are removed for access (and Make sure that the shear key is fixed to the blade with the rubber strap and
subsequently installed in their initial position on the same the position on the fan disc, where the blade is to be installed, is at the
engine), it is not necessary to do this procedure. Bottom Dead Center (BDC)
Get a replacement blade with a radial moment weight as near as possible to Insert the blade into the disc groove and push the lifted blade rewards until
that of the removed blade. Record the moment weight of the replacement LP the shear key engages into the safety slot
compressor blade. Do a check of the blade Moment Weight Difference (MWD). Install the slider assembly lightly with a soft face hammer to make sure that
Subtract the radial moment weight of the removed blade (A) from the radial it is fully attached
moment weight of the replacement blade. Record the MWD (BA) together Install the annulus fillers in their initial positions
with the sign (+ or ). Make sure the lugs on the annulus fillers are fully engaged in the lugs of the
If the MWD is between +50 and 50 oz.ins. of the removed blade, continue LP compressor disc and they are aligned at the forward end. The rear end
from paragraph Moment Weight Difference within Limit. must be engaged below the rear plate seal
If the MWD is more than +50 or 50 oz.ins. of the removed blade, continue the
procedure with paragraph Moment Weight Difference out of Limit.
Moment Weight Difference out of Limit

NOTE: This procedure is only necessary if the MWD between the removed
and the replacement blade is more than +50 or 50 oz.ins
Put the LP compressor blades into the correct configuration. Remove the LP
compressor rotor blade (C) opposite the initial blade removed (A). Record the
moment weight of the blade (C). Subtract the moment weight of the blade (C)
from the moment weight of the initial blade removed (A). Record this value
(AC) together with the sign (+ or ), as the blade OUT DIFFERENCE (OD).
Get a replacement blade (D) for the blade (C) removed at step above.
NOTE: The moment weight of the blade (D) when subtracted from the
original replacement blade (B) must be between +50 and 50

oz.ins. of the value (OD).
Continue the installation procedure of the two blades (B) and (D) with next
paragraph.

ENGINE A340500/600
7231
NOTE: Rotation of all shafts is

counter-clockwise but fan blade
numbering is done clockwise aft FAN BLADE
looking forward. No. 1
Fan Blade No.1 is identified by a vibro pen mark

on the rotor disk and an arrow which shows the

direction of numbering.
Additional Fan Blade No.2 should also be
marked.
1 2
Figure 49 Fan Blade No.1 Identification

ENGINE A340500/600
7231
FAN BLADE AND ANNULUS FILLERS EXAMINATION
General
Fan blades and Annulus fillers are subjected to specific limits. To ensure the
blades are in proper condition for operation the AMM describes procedures for
examination the fan blade areas as briefly listed below.
Fan Blades
Airfoil surfaces for cracks
Tips and the airfoil surfaces for blueing, heat discoloration and arc-burns
Concave and convex airfoil surfaces for nicks
Leading edge for nicks from a specific radially distance away from the
annulus filler outer profile to the blade tip
Blade root and leading edge for nicks
Leading and trailing edges for bends
Annulus Fillers
Annulus fillers for cracks, bends or distortion
NOTE: Annulus Fillers that are rejected should be replaced which are almost
the same weight. This ensures the fan assembly remains balanced.
Outer surface for nicks, scores or dents
Missing surface protection (paint)
Damaged, missing or splitted air seals

ENGINE A340500/600
7231
FAN BLADES ANNULUS FILLERS

ZONE C 61%

Y
ROTOR ROTOR

BLADE BLADE

AIR SEAL

AIR SEAL
Z

ANNULUS
ZONE B 15% FILLER
X
AIR SEAL

ZONE A 9%

ZONE D 15%

ANNULUS
LINE
X-CIRCUMFERENTIAL DIMENSION
Y-AXIAL DIMENSION
Z-RADIAL DIMENSION
Figure 50 Fan Blade & Annulus Fillers Examination

ENGINE A340500/600
7200
INSTALLED TO THE REAR OF THE ENGINE. THE MOVEMENT
OF AIR THROUGH THE ENGINE CAN CAUSE THE LP
COMPRESSOR TO TURN VERY QUICKLY AND CAUSE INJURY.
TURNING OF THE LP ROTOR SYSTEM

1. Install the exhaust nozzle and the thrust reverser covers
Put a mat into position in the air intake cowl
Go into the air intake cowl and turn the LP compressor with your hand
TURNING OF THE HP ROTOR SYSTEM

WARNING: YOU MUST BE CAREFUL WHEN YOU DO WORK ON THE
ENGINE PARTS AFTER THE ENGINE IS SHUTDOWN. THE
ENGINE PARTS CAN STAY HOT FOR ALMOST 1 HOUR.
Remove the bolts, the washers and the breather cover from the centrifugal
breather housing
Remove and discard the seal ring
Carefully install the HP SYSTEM TURNING TOOL through the breather
housing until its flange is against the breather housing. Make sure that the
turning tool splines are correctly engaged with the splines in the external
gearbox module
Install the bolts and washers to attach the turning tool flange to the breather
housing
Use an applicable wrench to turn the turning tool. This will turn the HP
system through the external gearbox
NOTE: The maximum torque to be applied with the HP turning tool is listed in
the AMM. The turning tool is made to keep the torque to this limit.
When the HP system has been turned to the necessary position, remove
the bolts and washers
Carefully remove the Adapter from the breather housing
Install a new seal ring on the breather cover
Put the breather cover into position on the breather housing and install the
bolts and the washers
FRA US/E-1 WIK Aug 30, 2005 13|7200 MP|L2 Page 94

ENGINE A340500/600
7200
BREATHER
BREATHER COVER
HOUSING
HP SYSTEM
TURNING TOOL
EXTERNAL GEARBOX
NOTE: Use the breather cover bolts and washers to

attach the turning tool to the breather housing
Figure 51 Turning HP Rotor System

ENGINE A340500/600
7200
TURNING OF THE IP ROTOR SYSTEM

Preconditions General Policy
WARNING: YOU MUST BE CAREFUL WHEN YOU DO WORK ON THE Remove the gas generator fairings according Aircraft Maintenance Manual
ENGINE PARTS AFTER THE ENGINE IS SHUTDOWN. THE Disconnect the VSV actuators
ENGINE PARTS CAN STAY HOT FOR ALMOST 1 HOUR. Remove the two bolts and the two nuts that attach the control rods to the
WARNING: YOU MUST NOT TOUCH HOT PARTS WITHOUT VSV actuator rams
APPLICABLE GLOVES. HOT PARTS CAN CAUSE AN INJURY. Manually open the VIGV/VSV actuating mechanism
IF YOU GET AN INJURY, PUT IT IN COLD WATER FOR 10
CAUTION: YOU MUST NOT USE TOO MUCH FORCE WHEN YOU MOVE
MINUTES AND GET MEDICAL AID.
THE VIGV/VSV ACTUATING MECHANISM AT THE END OF
Make the Thrust Reverser unserviceable acc. AMM ITS TRAVEL. IF YOU USE TOO MUCH FORCE, DAMAGE TO
Install applicable covers to the rear of the engine THE VIGV/VSVS OR THE IP COMPRESSOR CAN OCCUR.
SEE TORQUE VALUE BELOW.
Install the Actuator Ram Spanner Tool (HU41676) on the VIGV/VSV
stage 1 bellcrank
Use the Actuator Ram Spanner Tool to manually move the VIGV/VSV
bellcrank, until the VIGVs are in the open position.
Remove the Actuator Ram Spanner Tool from the VIGV/VSV
stage 1 bellcrank
Install the Immobilizer through the LP compressor blades at bottom dead
center onto the Outlet Guide Vanes (OGV), to prevent movement of the LP
compressor rotor
Carefully put the IP Turning Tool (HU381223) through the LP compressor
blades, inlet guide vanes and variable inlet guide vanes against the leading
edges of first stage IP compressor blades to turn the IP system to the
necessary position
Remove the Turning Tool the Immobilizer and connect the two bolts and the
two nuts to attach the control rods to the VSV actuator rams
NOTE: Make sure that the control rod is correctly attached to the
actuator ram.
Torque the nuts and install the gas generator fairings according AMM
Restore Aircraft back to normal
Do a test of the VSV system according AMM

ENGINE A340500/600
7200
L/H VSV VSV

ACTUATOR ACTUATOR
ACTUATOR RAM
SPANNER
IMMOBILIZER
TURNING TOOL
BELLCRANK NOTE: right VSV actuator
installation is similar
Figure 52 Turning IP Rotor System
OIL SYSTEM A340500/600
GENERAL RR TRENT 500
7900
ATA 79 OIL
7900 OIL GENERAL Indicating
The oil indicating system supplies data of oil quantity, temperature and pressure
to the Electronic Instrument System (EIS) in the cockpit while the engine is in
GENERAL operation. An indication of pressure and/or scavenge filter clogging is also
available.
Purpose
The main task of the engine oil system is to supply sufficient oil at a correct
temperature and pressure during all operating conditions to the engine internal ENGINE
drives, gears and bearings. The oil is used to decrease the temperature and keep
N2
95.8 95.8 % 95.8 95.8
wear of the components to a minimum.
The oil system is a full flow recirculating and non pressure regulated system, F.USED
i.e. the engine oil pressure depends on engine speed. 10100 10100 KG 10100 10100
The oil system is divided into several subsystems
OIL
Oil storage 15.5 15.5 QT 15.5 15.5
Oil distribution and lubrication
Oil indicating
60 60 PSI 60 60
Storage CLOG
The oil storage system contains a specified quantity of oil in an oil tank that can 130 130 C 130 130
be used when necessary to lubricate and cool the bearings and gears. This makes
sure that there is always a good supply of oil upstream of the pressure pumps. VIB
Distribution and Lubrication
0.8 0.8 N1 0.8 0.8
1.2 1.2 N2 1.2 1.2
The function of the oil distribution and lubrication system is to provide lubrication
and cooling to the essential components of the engine. The oil distribution system 0.9 0.7 N3 0.7 0.7
supplies engine oil to the engines internal drives/gears/bearings. The system will AB IGN
also collect the oil that has been applied to these components so it can be used
again. This system also changes the oil temperature and pressure. These
changes occur to make sure the oil is supplied in the correct condition for its
maximum performance.
35 35 PSI 35 35
Oil System Parameter
FRA US/E-1 WiK Oct 30, 2005 01|7900 OilSystem|L1|B2 Page 98

GENERAL RR TRENT 500
7900
OIL TANK
ENGINE
SYSTEM
DISPLAY
SUPPLY
PUMP
EEC
ENGINE
ELECTRONIC
CONTROLLER
SCAVENGE
PUMPS
Figure 53 Oil System Simplified

FRA US/E-1 WiK Oct 30, 2005 01|7900 OilSystem|L1|B2 Page 99
STORAGE RB211 TRENT 500
7911
7911 STORAGE
DESCRIPTION
Oil Tank
The oil tank is attached to the front flange of the LP compressor case. It is on the
right side of the engine when seen from the rear. The tank is a magnesium casting
to which other the following main components are attached to make the oil tank
assembly:
Installation mounts
Oil Quantity Transmitter
Sight Glass
Oil Filler Assembly
Oil Drain Plug
Outlet Tube
Vent Tube
A total oil quantity of 24.6 US Qts is stored in the tank when the sight glass shows
full level. The actual oil quantity is transmitted for cockpit information by an oil
quantity transmitter which is installed through an opening in the center of the top
face of the tank. For visual oil level inspection there is a sightglass installed in the
side of the tank.
NOTE: The Oil Fill Procedure is given in AMM:
Servicing of the Engine Oil System
The top cover of the oil tank includes a deaerator on its inner surface to help
release air from the scavenge oil return before storage. The released air passing
out of the vent tube to the breather.
The oil filler assembly has a quick release cap. Internally the filler has a valve to
prevent opposite flow of oil when its filled or if the cap was accidentally left off.
There is also a filter in the tank to prevent contamination of the oil feed system.
An oil drain plug is installed at the bottom of the tank. The drain plug can be
removed to drain the oil tank for oil servicing. The oil drain procedure is given in
121379, Draining of the Engine Oil System
NOTE: The Oil Drain Procedure is given in AMM:
Draining of the Engine Oil System
FRA US/E-1 WiK Oct 30, 2005 02|7911 Storage|L2 Page 100
STORAGE RB211 TRENT 500
7911
OVERBOARD
VENT PIPE
OIL QUANTITY
TRANSMITTER
OIL LEVEL
SIGHT GLASS
OIL TANK CAP
OIL TEMP TC
CH-A
OIL TEMP TC
NOTE: You must wait for a minimum of 10 CH-B
minutes after the engine has stopped
before you do a oil level check. This
will let the oil level become stable.
OIL DRAIN PLUG

SCAVENGE FILTER
ASSEMBLY
SCAVENGE RETURN OIL
OIL OUTLET
Figure 54 Oil Tank

FRA US/E-1 WiK Oct 30, 2005 02|7911 Storage|L2 Page 101
DISTRIBUTION RB211 TRENT 500
7920
7920 DISTRIBUTION
DESCRIPTION
Purpose
The oil must be applied on the drives/gears/bearings in the correct condition. The
condition of the oil is related to the quantity and its pressure and temperature.
Components in the distribution system will change these properties to give the
maximum performance from the oil. The temperature of the oil in the system is kept
in specified limits. To do this a fuel oil heat exchanger is used. Rigid tubes connect
all the components in the oil distribution system.
Oil Supply and Cooling
Feed oil is circulated by a single pressure pump, which pressurizes and draws the
oil to the HP filter. Oil is cooled through the Fuel Oil Heat Exchanger and feeds
gears and bearings.
Oil Scavenge
Scavenge oil is recirculated back by 7 pumps, filtered through the scavenge filter
and deaerated through a cyclone type separator before being directed back to
the oil tank.
Vent
The vent pipes remove the sealing air, which flows continuously through the seal
and into the bearing chambers. The return flow is an oil/air mixture, which is
deaerated through a centrifugal breather before being returned back to the oil
tank.
FRA US/E-1 WiK Oct 30, 2005 03|7920 Distr|L2 Page 102
7920
FUEL
SCAVENGE SYSTEM

FILTER

FUEL/
OIL OIL
TANK HEAT
EXCH.

BEARING BEARING INTERNAL BEARING BEARING
CHAMBER CHAMBER GEARBOX CHAMBER CHAMBER
OIL
PUMP
SCV
PUMP
EXTERNAL
CENTRIFUGAL GEARBOX
BREATHER
Figure 55 Oil System Diagram

7920
Components of the Oil Distribution System
The oil distribution system contains the following components:
Oil Tank
Oil Pump and Filter Housing Assembly
The oil pump assembly is installed on the rear face of the external gearbox
between the fuel pump and the lower bevel gearbox.
Oil Pressure Transmitter (2 ea) and Low Oil Differential Pressure Switch
Both oil pressure transmitters and the low oil differential pressure switch are
installed on the oil pump assembly.
Magnetic Chip Detectors (MCD)
The Magnetic Chip Detectors are found immediately upstream of the
scavenge pumps in the bottom of the oil pump assembly.
Fuel Oil Heat Exchanger (FOHE)
The Fuel Oil Heat Exchanger is located on the R/H fan case upper side.
Electric Magnetic Chip Detector (EMCD)
The Electric Master MCD is installed on the forward side of scavenge filter
housing between common scavenge pump outlet and inlet to the scavenge
filter.
Scavenge Filter Housing Assembly
The scavenge filter housing assembly is attached by an elbow tube flange
to the oil tank.
7920
SCAVENGE FILTER
HOUSING ASSEMBLY A
C
OIL TANK
MAGNETIC CHIP DETECTOR

LOCATION
ELECTRICAL LOW OIL
FILTER
MAGNETIC PRESSURE
dP-SWITCH
CHIP DETECTOR SWITCH
B PRESSURE OIL
FILTER ELEMENT
FUEL OIL
HEAT EXCHANGER OIL PRESSURE OIL PUMP AND
TRANSMITTERS FILTER HOUSING

ASSEMBLY
C
LOCATIONS
Figure 56 Oil Distribution System Components
7920
OPERATION
Feed Oil, Lubrication and Cooling Scavenge Routing
The pressure pump gets its supply from the oil tank where the engine oil is The return oil will flow along the scavenge routing to the scavenge pumps. As
stored. The oil is removed from the tank with the suction caused when the the oil flows through the scavenge lines, when necessary, it will flow across one
pressure pump turns. The oil flows from the tank through a strainer. The of the MCDs. There are positions for installing six screwin magnetic chip
strainer will remove solid contamination from the oil to keep the pressure detectors (MCDs) (not the breather), to sample return oil from the engine main
routing clear. bearings and the gearboxes. Metal contamination that can occur in the
The oil then flows from the oil tank through the pressure pump. As the oil is scavenge lines will be collected by the MCD for subsequent analysis. The oil
pushed through the pump, its pressure is increased i.e. engine oil pressure outlets from the scavenge pumps join to form a combined scavenge return flow
depends on engine speed. The oil system is protected against pressures which is sampled by the electric master chip detector before passing through a
exceeding 580 psid by a pump relief valve that relieves excess pressure back 15micron fine scavenge filter. The filter has a bypass valve (20 psid) and a
to the pump inlet. The valve is normally closed during engine operation and will pressure differential switch (13 psid) to give cockpit indication of impending
only open with cold oil conditions or a blockage in the system. bypass. If the filter becomes clogged, then the flow will go directly through the
bypass valve and into the oil tank.
From the pressure pump the oil is routed through the pressure filter. The flow is
from the outer surface of the element through the filter material and into the Deaeration, Breather and Vent System
center of the element. The filter material will hold solid contamination that is
Maintaining a pressure drop across the seals prevents oil loss from the main
larger than 145 microns. A differential pressure switch monitors filter condition
bearing chambers. This is achieved by venting these main bearing chambers
and provides a cockpit indication that the filter is becoming clogged, this switch
(except the LP turbine bearings chamber) to the engine centrifugal breather.
is set to operate at a differential pressure of 23 psid. The oil then flows from the
The engine centrifugal breather extracts the venting oil/air mixture and
center of the element to the inlet of the FOHE.
separates the air from the oil before directing the air to the atmosphere through
The FOHE will keep the oil temperature within limits. The FOHE has two the external drain mast.
functions:
The oil scavenged from the breather housings back to the oil tank is an oil/air
Decreasing the temperature of the oil mixture, mainly caused by the LP turbine breather which is not connected
Increasing the temperature of the fuel directly to the centrifugal breather. This is deliberated for tank pressurization.
An oil pressure relief valve protects the cooler core when the engine oil is very All scavenge oil is deaerated when it enters the oil tank by a cyclone type
cold or if the core is blocked. If the oil pressure in the FOHE becomes too high separator. This will cause separation of air that could possibly be in the
some oil will flow through the pressure relief valve. Thus the oil pressure in the scavenge oil. The air, which still contains a small amount of oil, is transferred to
FOHE will decrease and the flow will then go back to usual. An antisyphon the inlet of the centrifugal breather. The centrifugal breather separates the air
tube prevents oil suction from the FOHE during engine shut down. From the and oil before discarding the air to atmosphere. The oil is scavenged from the
FOHE the feed oil is supplied through external tubes to the main engine breather housing back into the combined scavenge line back to the oil tank.
bearings, gears and drives. This is the end of the pressure routing.
7920
ABBREVIATION LEGEND

A- ENGINE CENTRIFUGAL BREATHER F- INTERNAL GEARBOX AND
DEAERATOR OIL QTY TRANSMITTER B- EXTERNAL GEARBOX LP/IP/HP LOCATION BEARINGS
C- GEARBOX I/P DRIVE ASSEMBLY G- HP/IP TURBINE BEARING CHAMBER

D- INTERMEDIATE GEARBOX H- LP TURBINE BEARING CHAMBER
OIL FILLER
E- FRONT BEARING CHAMBER FOHE- FUEL OIL HEAT EXCHANGER

OIL TEMP CAP
THERMO-
COUPLES

ANTI

SYPHON
SCV OIL TUBE
FILTER
SIGHT

dP-SWITCH LAST
GLASS CHANCE
FILTERS
BYPASS E F G H

VENT PIPE
VALVE FUEL

ELEC
MASTER CTR TUBE
MCD

EXCHANGER
SCV

BYPASS
D

VALVE
FILTER
ASSY A

B C

BREATHER

OUTLET
FOHE
FUEL

MCDs (6)

OIL FLOW LEGEND

SCAVENGE
PRESS OIL FILTER STRAINERS

dP-SWITCH
SUCTION OIL PRESS
OIL SCAVENGE

LOW OIL
PRESSURE OIL FILTER PUMPS (7)
PRESSURE
SWITCH

SCAVENGE OIL
COLD START
AIR/OIL MIST

PR RELIEF PRESS
VALVE PUMP
OIL PUMP AND FILTER HOUSING ASSEMBLY

OIL PRESSURE
TRANSMITTERS
ENGINE ELECTRONIC CONTROLLER

EWD
EWD
OIL LO PRESS
DMC FWC RELAY EIVMU
SD
SD
Figure 57 Oil System Schematic

ENGINE OIL A340500/600
LUBRICATION SYSTEM RB211 TRENT 500
7922
OIL DISTRIBUTION COMPONENT DESCRIPTION

OIL PUMP ASSEMBLY NOTE: The pressures at which the valve opens and closes are set when the
The oil pump assembly contains the following components: valve is assembled. Adjustment is not permitted.
Pressure Filter MAGNETIC CHIP DETECTORS (MCD)
Cold Start Pressure Relief Valve The MCDs are used in the oil system to give an indication of the internal
Pressure Filter Differential Pressure Switch condition of the engine. Particles that are magnetically collected by the MCDs
Low Oil Differential Pressure Switch from the scavenge lines can be examined and identified. These particles will
give an indication of the condition of their related components. Six screwin
Two Differential Pressure Transmitters
magnetic chip detectors (one for each scavenge line) are found immediately
Six Screw-In Magnetic Chip Detectors Provisions upstream of the scavenge pumps in the bottom of the oil pump assembly.
The oil pump supplies the pressurized oil to lubricate the engine bearings and Front Bearing Housing (1)
gears. The pump assembly also scavenges oil back to the oil tank.
HP/IP Turbine Bearing Chamber (2)
The oil pump assembly consists of eight gerotor type pumps.
LP Turbine Bearing Chamber (3)
One pump is a pressure pump, to raise the pressure of the oil going to the
Internal Gearbox (4)
bearings and gears.
Intermediate and Lower Bevel Gearboxes (5)
The other seven pumps are scavenge pumps to scavenge oil from the
various areas of the engine back to the oil tank. External Gearbox (6)
These locations are usually blanked with blanking plates and seal rings. If
Pressure Filter necessary MCDs can be installed in these locations. Usually you will find only
The pressure filter contains a 145 micron filter element in a filter housing. The one MCD for HP/IP-TBC and one for the IGB permanently installed. The MCD
element is a metal type which can be removed and examined. After the housing contains a selfclosing check valve to prevent oil leakage when the
element has been examined it can be cleaned and used again. The element MCD is removed for inspection.
will remove unwanted particles and thus will give protection to the pressure
routing in the distribution system. The filter is a nonbypass type. ELECTRICAL MAGNETIC CHIP DETECTOR
A check valve in the housing prevents the loss of oil when the filter is changed. The master EMCD is a two pole magnet detector unit with an electrical
The housing also contains an antileak valve to prevent oil draining back to the connection to the EEC. If metallic contamination in the oil makes a connection
pump when the engine is shut down. between the two poles a change in the current through the master EMCD will
occur and the Engine Electronic Controller (EECS) sends a maintenance
Cold Start Pressure Relief Valve message to the aircraft.
The cold start pressure relief valve can be found on the downstream side of the NOTE: If unwanted material found on the EMCD exceeds the limits it will be
pressure pump mechanism. necessary to install the magnetic chip detectors into the provisions on
If the oil is very cold during an engine start, then unwanted high oil pressures the oil pump assembly.
can occur at the pressure pump outlet. If this happens the cold start pressure
relief valve will operate to decrease the pressure. The valve will let some oil
back to the inlet side of the pressure pump, thus the decrease in pressure
occurs. The valve will also operate to decrease the very high oil pressure that
will occur if the pressure filter becomes clogged.
FRA US/E-1 WiK Oct 30, 2005 05|7920 Pump&MCD|L3 Page 108
7922
OIL PUMP AND

FILTER HOUSING
ASSEMBLY
A
OIL TANK
HOUSING
HOUSING
SEAL RING
(1)
NUT (6)
(2)
SEAL RING
MAGNETIC
MASTER ELECTRICAL (3) CHIP
DETECTOR (5)
(4)
ELECTRICAL MAGNETIC CHIP DETECTOR (EMCD) MAGNETIC CHIP DETECTORS (MCD)
Figure 58 Oil Distribution Components

FRA US/E-1 WiK Oct 30, 2005 05|7920 Pump&MCD|L3 Page 109
7922
FUEL OIL HEAT EXCHANGER

Purpose
The FOHE has two functions as follows:
To reduce the temperature of the engine oil
To increase the temperature of the fuel, this will prevent ice built up in the fuel.
Construction
The FOHE has an outer case with an inner core which is manufactured by a
large number of tubes for the fuel to go through. The FOHE uses a flow of cold
fuel to decrease the temperature of the oil. The oil flow through the core is
made slower by baffle plates around the fuel tubes. The slower oil flow
provides more time for the heat transfer to the fuel.
The oil circuit is protected by a pressure relief valve to give protection to the
cooler core. If the oil pressure in the FOHE becomes more than a specified
limit, a pressure relief valve will operate. This will let some oil go back to the
inlet supply to decrease the internal pressure. impo
An antisyphon hole connects the oil inlet and oil outlet to prevent oil suction
from the FOHE during an engine shutdown.
The fuel filter housing assembly attached to the bottom of the FOHE contains a
40 micron non-cleanable fuel filter element. This will filter the fuel before it
exudes into the fuel system.
The filter is monitored by a fuel filter bypass valve which will operate if the
filter becomes clogged.
Overboard Drain Hole
The overboard drain hole is located between the oil seal packing and the fuel
seal packing to prevent the intermix of oil and fuel when the packing is
damaged. The leaking fluid witnesses which side of packing is damaged.
FRA US/E-1 WiK Oct 30, 2005 06|7920 FOHE|L3 Page 110
7922

FUEL FLOW
OIL FLOW

FUEL INLET

ANTI-SYPHON HOLE

OIL OUTLET
OIL INLET

OVERBOARD
DRAIN HOLE

FUEL INLET
OIL PRESSURE
OIL INLET OIL PRESSURE
RELIEF BYPASS

VALVE
OIL OUTLET RELIEF BYPASS
VALVE

FUEL FILTER

BYPASS VALVE

DRAIN PLUG
FUEL FILTER

BYPASS VALVE

FUEL LOW
PRESSURE SWITCH

FUEL FILTER
FUEL FILTER
dP-SWITCH FUEL OUTLET
FUEL OUTLET
NOTE: THIS ILLUSTRATION IS SHOWN IN
SCHEMATIC FORM AND IS NOT A TRUE
SECTION
Figure 59 Fuel Oil Heat Exchanger (FOHE)
FRA US/E-1 WiK Oct 30, 2005 06|7920 FOHE|L3 Page 111
7922
SCAVENGE FILTER ASSEMBLY

Filter Element
The scavenge filter element removes unwanted particles from the scavenge oil
before entering the oil tank.
It contains a 15 micron filter element in a filter housing. The element can be
removed and examined. After the element has been examined it must be
discarded. A new element must then be installed.
The bypass valve will operate at 20 psid if the filter element becomes blocked.
As the filter becomes blocked the oil pressure at the inlet to the assembly will
increase. This increased pressure will then push the valve open and let oil flow
directly into the oil tank.
Scavenge Filter Differential Pressure Switch
The scavenge filter differential pressure switch (13 psid) monitors the pressure
at the inlet and outlet of the filter and provides an indication when the filter
becomes partially clogged.
OIL TEMPERATURE THERMOCOUPLE (2EA)

The oil temperature sensors monitor the temperature of the scavenge oil.
One sensor provides a signal to channel A of the EECS and the other provides
a signal to channel B.
FRA US/E-1 WiK Apr 20, 2011 07|7920 Filter|L3 Page 112
7922
OIL TEMPERATURE
THERMOCOUPLES
OIL TEMPERATURE
THERMOCOUPLES
TO OIL TANK
BYPASS VALVE
(Open at 20 psid)
OIL TANK
SCV OIL FILTER
DIFFERENTIAL
PRESSURE SWITCH
[4076KS] (13 psid)
SCAVENGE FILTER
ASSEMBLY
FILTER ELEMENT
OIL FROM
SCAVENGE
PUMPS
DRAIN PLUG
Figure 60 Scavenge Oil Filter

7922
PRESSURE FILTER ASSEMBLY
Filter Element
The pressure filter contains a 145 micron filter element in a filter housing. The
element is a metal type which can be removed and examined. After the
element has been examined it can be cleaned and used again. The element
will remove unwanted particles and thus will give protection to the pressure
routing in the distribution system.
The filter housing is a screwon type and is attached to the bottom of the oil
pumps assembly.
Pressure Filter Differential Pressure Switch
The pressure filter differential pressure switch (23 psid) will give an indication if
the pressure filter becomes clogged.
7922
OIL PUMP
PRESSURE OIL
FILTER DIFFERENTIAL
PRESSURE SWITCH
[4041KS] (23 psid)
FILTER ELEMENT
SEAL RING
HOUSING
Figure 61 Pressure Oil Filter

7922
CENTRIFUGAL BREATHER
Purpose AIR/OIL
The centriugal breather removes the oil from the vent air, before discarding the air MIXTURE IN
overboard. It is located on the exrternal gearbox frontface.
Description ROTOR
The centrifugal breather has a rotor that contains retimet segments and is driven
by the external gearbox.
Aerated oil from the bearing chamber vent system and the oil tank is delivered to
the centrifugal breather. The aerated oil tries to pass through the retimet segments
but is centrifuged out. The air can pass through the retimet segments into the RETIMET
hollow rotor and is vented overboard. The centrifuged oil is scavenged back to the SEGMENTS
oil tank by the breather scavenge pump element.
VENT AIR
DRIVE- OVERBOARD
SHAFT
OIL OUT
Figure 62 Centrifugal Breather Function
FRA US/E-1 WiK Oct 30, 2005 08|7920 Breather|L3 Page 116
7922
BREATHER
HOUSING
DRAIN MAST
EXTERNAL GEARBOX
MODULE
Figure 63 Centrifugal Breather Location

FRA US/E-1 WiK Oct 30, 2005 08|7920 Breather|L3 Page 117
OIL QUANTITY INDICATING RB211 TRENT 500
7931
7931 OIL QUANTITY INDICATING

DESCRIPTION CH-A
EEC 1 (2,3,4)
General
The oil quantity indicating system measures the quantity of oil in the oil tank OIL QTY
with a transmitter. TRANSMITTER
The analog signal from the oil quantity transmitter is sent to the EEC which
transforms the analog signal into a digital and is then transmitted to the SD through
the DMCs. 6 VDC Power supply for the transmitter is supplied by the EEC. N2
The oil quantity transmitter is installed through an opening in the center of the top 95.2 95.2 % 95.2 95.2
face of the tank. The bottom end of the transmitter engages into a strainer installed F.USED DMC 1
in the bottom cover of the tank. 20500 20500 KG 20500 20500
DMC 2
The transmitter assembly contains a float equipped with two magnets, read OIL
DMC 3
switches and resistors. 25.2 15.2 QT 17.2 17.2
As the float moves up or down the magnets cause the adjacent switches on the
to close. When the switches close, the voltage through the resistors will change 100 60 PSI 60 60
in proportion to the oil quantity. 130 130 C 130 130
Indication VIB
0.8 0.8 N1 0.8 0.8
In normal operation, the oil quantity is displayed in green color on the SD by means 1.2 1.2 N2 1.2 1.2
of a needle and digital indication. The maximum indicated oil quantity is 19.8 US 0.9 0.7 N3 0.7 0.7
Qts. The advisory level is 4.2 US Qts. At this condition the digital indication flashes
AB IGN
green. The oil quantity is displayed with an accuracy of plus or minus 0.7 US Qts.
35 35 35 35
17.2
Figure 64 Oil Quantitiy Indication
FRA US/E-1 WiK Oct 30, 2005 09|7931 Qty|L2|B2 Page 118
OIL QUANTITY INDICATING RB211 TRENT 500
7931
ELECTRICAL
CONNECTION
A
SHIELD
A ELECTRICAL
CONNECTOR
FLOAT
B
RESISTORS
SEAL RING
TRANSMITTER
CASE
OIL
TANK
Figure 65 Oil Quantity Transmitter

FRA US/E-1 WiK Oct 30, 2005 09|7931 Qty|L2|B2 Page 119
OIL TEMPERATURE INDICATING RB211 TRENT 500
7932
7932 OIL TEMPERATURE INDICATING

DESCRIPTION
General
The oil temperature indicating system uses two thermocouples that are
sensitive to changes in temperature for cockpit information. The thermocouples
measure the temperature of the scavenge oil.
Each thermocouple sends an electrical analog signal to one channel of the
EEC. The EEC transforms the analog signals into digital signals which are then
transmitted to the SD through the DMC or the FWC and DMC.
Indication
The oil temperature is normally displayed in steady green color on the SD in
digital form. When the temperature exceeds 196 C for longer than 1.5 second:
the oil temperature parameter is displayed in steady amber color
a warning message appears on the E/WD:
ENG (X) OIL HI TEMP
the MASTER CAUT (amber) comes on
the audio warning (single chime) sounds
FRA US/E-1 WiK Oct 30, 2005 10|7932 Temp|L2|B2 Page 120
OIL TEMPERATURE INDICATING RB211 TRENT 500
7932
CHAN A CHAN B
B
(4042KS1)
(4042KS2)
OIL TEMPERATURE
THERMOCOUPLE THERMOCOUPLES
DOWEL HOLE
B A B
A FWC 1 EEC
B
DMC 1
FWC 2 DMC 2
DMC 3
N2
95.2 95.2 % 95.2 95.2
F.USED
20500 20500 KG 20500 20500
OIL
OIL TANK MASTER
SC 17.2 17.2
CAUT 25.2 15.2 QT
100 60 PSI 60 60
130 130 C 197 130
VIB
0.8 0.8 N1 0.8 0.8

1.2 1.2 N2 1.2 1.2
0.9 0.7 N3 0.7 0.7
AB IGN
A SCAVENGE
FILTER 35 35 35 35
HOUSING
OIL TEMPERATURE THERMOCOUPLE OIL TEMPERATURE INDICATION
Figure 66 Oil Temperature Thermocouple and Indication

FRA US/E-1 WiK Oct 30, 2005 10|7932 Temp|L2|B2 Page 121
OIL PRESSURE INDICATING RB211 TRENT500
7933
7933 OIL PRESSURE INDICATING

DESCRIPTION
General
The oil pressure transmitters sense the difference pressure between pressure and
scavenge oil. The transmitters supply an indication of oil pressure on the engine
system display in the cockpit.
There is one transmitter for each channel of the Engine Electronic Controller
(EEC). Each transmitter sends an electrical analog signal to one channel of the
EEC. The EEC transforms the analog signals into digital signals which are then
transmitted to the SD through the DMCs. The power for the transmitters is supplied
from the EEC.
Indication
The oil pressure needle and digital indication are:
green (steady) in normal operation
amber and steady if the oil pressure value is inside the amber range
The amber limit is defined as a function of N3 speed:
N3 < 70% no amber limit
N3 > 70% and < 95% amber limit increases linearly from 25 to 40 psi
N3 95% amber limit is 40 psi
red and steady if the pressure drops below the low 25 psi.
The analog display can vary from 0 to 400 psi.
NOTE: The scale is non linear: The first three quarters represent a range from
0 to 100 psi, the last quarter from 100 to 400 psi.
FRA US/E1 WiK Oct 30, 2005 11|7933 Press|L2|B2 Page 122
OIL PRESSURE INDICATING RB211 TRENT500
7933
OIL PRESSURE
TRANSMITTER
CHAN A (4060KS1)
A
OIL PRESSURE
TRANSMITTER B
A CHAN B (4060KS2)
EEC 1(2,3,4)
A OIL PRESSURE
DMC 1
TRANSMITTER
OIL PUMP DMC 2
DMC 3
AMBER LIMIT 40 PSI
WHEN N3 95%
RED LINE
LIMIT 25 PSI
100
ENGINE
AB
OIL PRESSURE
TRANSMITTER
Figure 67 Oil Pressure Indicating

FRA US/E1 WiK Oct 30, 2005 11|7933 Press|L2|B2 Page 123
OIL SYSTEM A 340500/600
LOP WARNING SYSTEM RB211 TRENT 500
7934
7934 LOP-WARNING SYSTEM

DESCRIPTION
General
The low oil pressure warning system provides a signal when the difference
between the main oil pressure and the scavenge oil pressure is too low.
The low oil pressure switch is supplied with 28VDC. The signal is sent to the
EIVMU, FWC1, FWC2 and other aircraft systems.
Indication
Between 70 an 95 percent of N3, when the oil pressure is between 25 and 40
psi or above 95 percent of N3, when the oil pressure is below 40 psi, then:
the OIL PRESS warning is shown on the EWD:
ENG (X) OIL PRESS
the analog and digital oil pressure indications are in amber color
the MASTER CAUT light flashes
the audio warning (single chime) sound is activated.
When the oil pressure is below 25 psi:
the oil low pressure switch closes
the oil pressure transmitter channel A indicates oil pressure below 25 psi
the oil pressure transmitter channel B indicates oil pressure below 25 psi.
If at least two of the above equipments indicate oil pressure below 25 psi, then:
the OIL LO PR warning is shown on the EWD
ENG (X) OIL LO PR
the analog and digital oil pressure indications are in red color
the MASTER WARN light flashes
the audio warning (repetitive chime) sound is activated
the OIL LOW PRESS relay(s) is(are) energized
FRA US/E-1 WiK Oct 30, 2005 12|7934 LOP|L2|B2 Page 124
OIL SYSTEM A 340500/600
LOP WARNING SYSTEM RB211 TRENT 500
7934
OIL PRESSURE CHAN

TRANSMITTER A
CHAN A (4060KS1) CHAN
B
EEC
OIL PRESSURE
TRANSMITTER
CHAN B (4060KS2) EIVMU
FWC 1
A LOW OIL PRESSURE
SWITCH (4000EN)
FWC 2
LOW OIL DMC 1
PRESSURE 28 VDC MASTER MASTER

DMC 2
SWITCH WARN CAUT

CRC DMC 3
RELAY
OIL PUMP
ENGINE
A
B
WARNING
ENG (X) OIL PRESS
ENG (X) OIL LO PR

100
Figure 68 Low Oil Pressure Warning System

FRA US/E-1 WiK Oct 30, 2005 12|7934 LOP|L2|B2 Page 125
OIL FILTER CLOGGING WARNING RB211 TRENT 500
SYSTEM 7935
7934 OIL FILTER CLOGGING WARNING

SYSTEM
DESCRIPTION
General Scavenge Oil Debris Contamination
The oil filter clogging warning system gives an indication about the condition of The scavenge oil is monitored for metallic contamination by the master
the pressure and scavenge oil filters. The filter differential pressure switches electrical magnetic chip detector. Indication of metallic oil contamination on the
will compare the difference between upstream and downstream pressure for master EMCD is displayed on the ECAM in the cockpit.
their related filters. In case of oil system debris contamination:
If a filter becomes blocked then the difference pressure will increase. If the a WARNING message appears in amber color on the E/WD
difference between the upstream and the downstream pressure increases to a
ENG OIL CHIP DETECTED
set value, the applicable switch will operate. A signal of this increased pressure
difference is sent through the Engine Electronic Controller (EEC). The EEC the MASTER CAUT (amber) comes on
transforms this signal into a digital signal. The digital signal is then transmitted the audio warning (single chime) sounds
to the SD through the DMC or the FWC and DMC. The EMCD is energized only every 15 min in flight. For triggering a warning two
positive hits in flight and one positive hit on ground are necessary.
Indication
Normally, nothing is shown at all on the engine system display. When the pressure CAUTION: IF YOU FIND DEBRIS ON THE ELECTRICAL MASTER CHIP
loss across the main oil filter or the scavenge oil filter is excessive: DETECTOR, DO THE INSPECTION OF THE EMCD FOR
CONTAMINATION ACCORDING AMM.
the CLOG indication is displayed in amber color under the oil pressure
indication on the SD. NOTE: The EMCD can be tested through the MCDU Menu: System Report
a WARNING message appears in amber color on the E/WD and Tests/FADEC/EEC/Engine Static Tests/EMCD Test.
ENGINE (X) OIL FILTER CLOG
the MASTER CAUT (amber) comes on
the audio warning (single chime) sounds
To identify the clogged filter it is necessary to read the related Central Maintenance
Computer (CMC) message.
If the pressure filter is clogged, the following CMC message is generated:
HP OIL FLTR (E15404EN) / FLTR DP SW (E14041KS)
If the scavenge filter is clogged, the following CMC message is generated:
SCAV OIL FLTR (E15005EN) / FLTR DP SW (E14076KS)
FRA US/E-1 WiK Oct 30, 2005 13|7935 Clog|L2|B2 Page 126
OIL FILTER CLOGGING WARNING RB211 TRENT 500
SYSTEM 7935
PRESSURE OIL FILTER

OIL PUMP dP-SWITCH
(23 psid)
PRESSURE SCAVENGE
OIL FILTER OIL FILTER
dP-SWITCH dP-SWITCH
[4041KS] (4076KS)
CLOGGED
CLOGGED
CLOGGED
CLOGGED
NOT
NOT
EEC 1 (2,3,4)
Channel A
FWC 1 DMC 1
FWC 2 DMC 2
DMC 3
ENGINE
MASTER
CAUT
SC
CLOG
AB
SCAVENGE
OIL FILTER
dP-SWITCH
(13 psid)
ELECTRICAL
MAGNETIC CLOG
CHIP DETECTOR
PRESSURE OR SCAVENGE FILTER CLOGGING
Figure 69 Oil Filter Clogging Warning System

FRA US/E-1 WiK Oct 30, 2005 13|7935 Clog|L2|B2 Page 127
ENGINE FUEL AND CONTROL A340500/600
FUEL SYSTEM RB211 TRENT 500
7300
ATA 73 ENGINE FUEL & CONTROL

7300 FUEL SYSTEM
GENERAL
The engine fuel system is designed to receive fuel from the aircraft tanks and
provide metered fuel into the combustion chamber for combustion following the
requested engine power. The fuel is also used to cool engine oil and to operate
servos.
The engine fuel and control system also has interfaces with other engine
systems and operates together with the related aircraft systems for propulsion
control and indications.
The fuel system is divided into:
Fuel Control
Fuel Supply
Fuel control is achieved electromechanically by the EECS interfacing with the
Hydromechanical Unit (HMU).
The fuel supply system is required to:
Uplift the fuel delivery pressure sufficient to cater for system pressure drop
and fuel metering.
To heat the fuel in cold conditions.
To filter the fuel.
To meter the fuel delivery to satisfy engine thrust requirement.
To finely atomize the fuel and air mix into the combustor.
Incorporate independent devices to shutoff fuel delivery to the combustor

(overspeed protection).
Incorporate a cockpit manually operated fuel shutoff valve.
FRA US/E-1 WiK Dez 01, 2005 01|7300 Gen|L1|B2 Page 128
FUEL SYSTEM RB211 TRENT 500
7300
D16 1. 270 PACK
EPR
1. 004 1. 004 1. 004 1. 004
79. 0 N1
79. 0 79. 0 79. 0
%
EGT
805 805 C 805 805
89.7 N3 89.7
89.7 89.7
%
3240 3240
FF 3240 3240
KG/H
S F
FOB: 95000 KG
2
SEA T BEL TS T .O INHIBIT

NO SMOKING
GND SPOILERS ARMED
Electronic

Engine

Controller

FUEL OIL HEAT

EXCHANGER

HMU
FUEL
PUMP METERING
SERVOS
Figure 70 Fuel System General

FRA US/E-1 WiK Dez 01, 2005 01|7300 Gen|L1|B2 Page 129
DISTRIBUTION SYSTEM RB211 TRENT 500
7310
7310 DISTRIBUTION
SYSTEM DESCRIPTION
Introduction
The fuel distribution system is divided into two flows. The primary flow supplies
pressurized fuel through a fuel manifold and fuel spray nozzles to the
combustion system.
The secondary flow supplies pressurized fuel for the hydraulic operation of the important
Variable Stator Vanes (VSVs).
During engine shutdown (or failure to start), fuel remaining in the fuel manifold
is returned through the HMU to the drain collector tank. This fuel is supplied to
the LP pump inlet by the fuel drain tank ejector when the engine is in operation.
Low Pressure System

Fuel is supplied from the aircraft fuel tanks to the LP pump in the fuel pump.
The LP pump supplies the fuel to the Fuel Oil Heat Exchanger (FOHE). In the
FOHE, the heat from the engine oil is transmitted to the fuel which helps to
prevent ice in the fuel. The fuel is also cleaned as it flows through the LP fuel
filter element in the outlet of the FOHE. The cleaned fuel is then supplied to the
high pressure system.
High Pressure System
The filtered LP fuel enters the HP fuel pump which is included in the same
assembly as the LP fuel pump. The fuel pump assembly is driven by the
Gearbox. The HP pump pressurizes the fuel and supplies the fuel to the
Hydromechanical Metering Unit (HMU).
The HMU supplies a metered (calibrated) flow of fuel for the combustion
system, as set by the EEC. This metered flow is measured by the fuel flow
transmitter which transmits fuel flow data to the EEC. The fuel then flows
through the HP fuel filter to the fuel manifold which supplies fuel equally to 20
fuel spray nozzles. These nozzles mix the fuel with the HP compressor delivery
air flow (P30) so that it will burn satisfactorily in the combustion system.
FRA US/E-1 WiK Dez 01, 2005 02|7310 Distr|L2 Page 130
7310

LP SPILL
HP FUEL
PUMP

FOHE
DRIVESHAFT

HP PUMP
(Spur Gears)

BYPASS

VALVE

HYDRO
MECHANICAL

TO
UNIT VSV ACTs

DUMP

LP FUEL FILTER
VALVE FROM
VSV ACTs

FUEL FLOW FUEL SPRAY NOZZLES
AIRCRAFT TRANSMITTER

SUPPLY

LP PUMP


HP FUEL

FILTER

DRAINS

COLLECTOR
TANK

FUEL MANIFOLD
MANIFOLD
DRAIN

TO DRAINS MAST

Figure 71 Fuel Basic Schematic
7310
OPERATION AND CONTROL

Introduction
The FADEC provides engine control functions and operates together with the Engine shut down is normally obtained by setting the MASTER switch OFF
applicable aircraft system. The primary component in the FADEC system is the which closes the LP valve and the PRSOV directly. The EEC can also close
EEC. The EEC automatically keeps the engine thrust at the set level during the PRSOV automatically in case of aborted start sequence on ground.
changes of air temperature and pressure, up to a specified ISA limit. It also When the engine is shutdown (or does not start), the dump valve in the HMU
keeps engine shaft speeds, EGT and other limits at safe values. opens and fuel drains from the fuel manifold (until below the bottom fuel spray
The indicating system supplies fuel flow and fuel pressure data to the EEC. nozzles) to the drain collector tank. When the engine is in operation, the LP
Fuel flow, fuel used and fuel filter clogged warning are then transmitted to the pump supplies fuel to the fuel drains tank ejector. The ejector moves the
cockpit for display. contents of the drain collector tank to the inlet of the LP pump.
The EEC can control all engine start and shutdown operations subsequent to
Functional Description
an initial cockpit inputs. The EEC sets the necessary power and makes sure
When the MASTER switch is set to ON, it opens the LP valve directly and that specified engine start limits are kept at safe values.
opens the PRSOV under control of the Engine Electronic Controller (EEC).
For primary control the EEC reads these inputs:
Fuel supplied from the aircraft fuel tanks is initially pressurized through the LP
N1, N2 and N3 shaft speeds
pump. The LP pump output then flows through the FOHE which increases the
temperature of the fuel and decreases the temperature of the oil. The LP fuel PO, engine Zone 1 air pressure
filter element in the FOHE catches particles in the flow. P20, LP compressor inlet pressure
The flow from the FOHE is pressurized through the HP pump. Unwanted fuel T20, LP compressor inlet temperature
spills back to the LP side of the fuel pump. The HP pump output then flows to P30, HP compressor outlet pressure
the HMU which supplies the metered (calibrated) flow, as set by the EEC. The
T30, HP compressor outlet temperature
EEC controls the fuel flow through the Metering Valve, located inside the HMU,
through control of the FMV Torque Motor in response either to the throttle P50, LP turbine outlet pressure
control lever or the auto thrust system command. EGT, Exhaust Gas Temperature
The metering valve and the pressure raising and shutoff valve (PRSOV)
Monitoring
directly control the primary fuel flow. The VSV control valve connects a
To monitor the fuel system and to provide indicating, the EEC uses various
secondary fuel flow with the VSV system for IP compressor air flow control as
set by the EEC. Operation of the overspeed valve leads to an engine shutdown sensors. The fuel flow transmitter for fuel flow and fuel used indications. The
in case of LP or IP shaft overspeed. LP fuel filter differential pressure switch for fuel clogging indication. The
indications are shown on the ECAM.
The metered flow from the HMU flows through the fuel flow transmitter which
sends data about actual fuel flow back to the EEC. The HP fuel filter catches To monitor the metering valve and the PRSOV positions, the EEC uses
particles in the flow to give protection to the small openings in the fuel spray sensors inside the HMU. In case of aborted start sequence or disagree
nozzles. The flow from the HP fuel filter flows into the fuel manifold and through between commanded and actual PRSOV position, the FAULT light will
the 20 fuel spray nozzles. Each spray of fuel is then ignited and burned in the illuminate on the engine master panel.
combustion system.
7310

THROTTLE
A/C TANKS CONTROL TOGA 1.531

ENG AUTO
ON
1 THRUST 1.002
M
MASTER SW SYSTEM 660 FF
LPSOV OFF KG/H
M SLAVE RELAY
690 690 690
FIRE 96.5 96.5 96.5

TRA FF
PRIMARY FLOW FAULT RESOLVERS 660 660
KG/H
660
FOB 95000 KG
PYLON
ENGINE
SECONDARY ENG 1 FUEL LOW PRESSURE
FLOW ENG 1 FUEL FILTER CLOG
PYLON
FADEC RESET ENG 1 FUEL LOW PRESSURE
DISCONNECT
EIVMU ENG 1 FUEL FILTER CLOG N2
25.3 25.3 % 25.3 25.3
F.USED
FOHE 15500 15500 KG 15500 15500

OIL
15.2 15.2 QT 15.2 15.2
EEC N1 F.USED
100 60 PSI 60 60
ENG 15500
130 130 C 130
KG
130

N2
VIB
OIL CLOG
0.8 0.8 N1 0.8 0.8
ENGINE CONTROL OPS N3

dP-SW CHAN A & B A&B P0
LP FUEL
FILTER
LP-SW
P20
T20
P30
PRIMARY MANIFOLD
T30
FUEL P50 FSNs (x20)
PUMP TM TM TM TM EGT
ASSY HMU MV SOV OS VSV
SERVO SV SV SV SV
PRESS
LP PUMP HP PUMP
INLET FILTER
REG
EXTERNAL
GEARBOX
H

LVDT
METERING VALVE
SW FUEL FLOW
MECH
SPILL X-MTR HP FUEL

LINK
PRESS PRSOV
DROP/ FILTER
SPILL
VALVE DUMP
VALVE AIR SYSTEM
DRAIN R/H VSV ACTUATOR
TANK LP RETURN
TO DRAIN FROM SV
MAST
L/H VSV ACTUATOR
EJECTOR
Figure 72 Fuel System Schematic

PUMPING RB211 TRENT 500
7312
FUEL SYSTEM COMPONENTS DESCRIPTION

The paragraphs that follow give a description of the fuel system components in FUEL PUMP ASSEMBLY
their flow sequence: The fuel pump assembly is installed with a coupling clamp to the rear face of
the fuel pump (LP pump) the external gearbox module (at the right side of the engine when you look from
the FOHE the rear). The fuel pump assembly includes a Low Pressure (LP) pump and a
High Pressure (HP) pump.
the LP fuel filter element
the fuel pump (HP pump) Low Pressure Pump
the HMU The LP pump has a one stage centrifugal impeller. It compresses any fuel
the fuel flow transmitter vapor back into solution and increases the fuel pressure by centrifugal action to
approximately 150 psid (at maximum speed). The fuel is supplied at this
the HP fuel filter
pressure to the FOHE and then to the LP fuel filter. It also supplies the drain
the fuel manifold tank ejector with a motive loop flow via a flow washed filter.
the fuel spray nozzles
High Pressure Pump
the drain collector tank
The fuel from FOHE, then from LP fuel filter, enters the HP pump via a strainer.
the fuel tubes
The HP pump is fitted with a pair of spur gears to increase the fuel pressure as
it goes into the HMU up to approximately 1450 psid (at maximum speed). The
HP pump is protected against overpressure by a full flow pressure relief valve
which keeps the delivery pressure to a maximum limit of 1980 psid. This lets
the unwanted fuel pressure go to the pump inlet. The HP pump supplies the
Hydromechanical Metering Unit (HMU) with HP fuel. The HP pump also
recirculates the spill flow from the HMU. A carbon face seal is included at the
interface with the driveshaft. This seal makes sure that hot HP fuel (from the
HP pump bearings) does not go into the LP pump.
A dry area isolates the HP pump from the external gearbox module. A carbon
face seal and an Oring seal on the HP pump driveshaft (and an Oring seal
on the external gearboxmodule output shaft) keep the area dry. A usually dry
drain connects the area to the power plant drains system. Excessive leakage
from this drain gives a visual indication that one of the driveshaft seals has
become defective.
FRA US/E-1 WiK Dez 01, 2005 04|7312 Pump|L3 Page 134
PUMPING RB211 TRENT 500
7312
A B FROM FUEL
DRAIN TANK
EJECTOR LP STAGE
PUMP INLET
LP STAGE
PUMP OUTLET
DRAINS TANK
A EJECTOR HP GEAR
PUMP PUMP INLET
RETURN
DRAINS TANK
EJECTOR
OUTLET DRIVE SHAFT
FLOW
LP PUMP OUTLET WASH
CONNECTION FILTER
TO FUELD RAIN
B TANK EJECTOR
HMU
HP PUMP INLET DRAIN

CONNECTION PLUG
LP PUMP INLET
LP PUMP
CONNECTION
BODY
PUMP PRESSURE
RELIEF VALVE
DRAIN
PLUG
Figure 73 Fuel Pump Assembly

FRA US/E-1 WiK Dez 01, 2005 04|7312 Pump|L3 Page 135
7310
FUEL OIL HEAT EXCHANGER ASSEMBLY

Low Pressure Fuel Filter Fuel Low Pressure Switch
The LP fuel filter is fitted in the lower part of the assembly. It is the primary filter The fuel low pressure switch is installed on Fuel Oil Heat Exchanger (FOHE),
in the distribution system. The filter is a 40-micron disposable element. The adjacent to the fuel outlet connection. It is attached with bolts to the FOHE and
filter housing is equipped with a drain plug used for filter removal and is electrically connected through an engine electrical harness to the EEC.
installation. The LP fuel filter includes a fuel bypass valve and a differential LP fuel flows into the pressure sensitive mechanism through the opening in the
pressure switch as well as a fuel low pressure switch located downstream of switch mating face (with the FOHE). This flow is from downstream of the LP
the filter. fuel filter (which is installed in the FOHE).
In the event of a partial blockage of the filter, the differential pressure switch will If the LP-fuel pressure decreases to approximately 70 psig an electrical signal
provide a cockpit indication at a 5 psid. If the filter becomes blocked, a bypass is supplied to the EEC. The EEC then transmits applicable FUEL LOW
valve opens at 25 psid to allow unfiltered fuel through to the HP pump. PRESSURE status bit to the aircraft. This is also the usual condition of the
switch when the engine is shutdown.
Fuel Oil Heat Exchanger
NOTE: The fuel oil heat exchanger is flushed with fuel from the low pressure Fuel Filter Differential Pressure Switch
fuel pump outlet and is then routed back to the high pressure fuel The fuel filter differential pressure switch is installed on the Fuel Oil Heat
pump within the fuel pump assembly. Exchanger (FOHE), adjacent to the fuel outlet connection. It is attached with
The Fuel Oil Heat Exchanger (FOHE) and the LP fuel filter are included in the bolts to the FOHE and is electrically connected through an engine electrical
same assembly and they are installed at the right side of the LP compressor harness to the EEC.
case. LP fuel flows into the pressure sensitive mechanism through the openings in
The FOHE is fitted in the upper part of the assembly. Its purpose is both to the switch mating face (with the FOHE).
reduce the engine oil temperature and to prevent the icing of the moisture If the pressure difference across the LP fuel filter increases to approximately 5
inside the fuel. The fuel enters the FOHE at the upper part, flows through the psig an electrical signal is supplied to the EEC. The EEC then transmits the
inner core via a cluster of tubes, then directly supplies the LP fuel filter. The applicable FUEL FILTER CLOGGED warning to the cockpit.
engine oil flows through the inner core via a stack of baffle plates.
Heat is transferred from the oil to the fuel in the core of the FOHE. The oil flow
is made slower by many baffle plates around the steel tubes through which the
fuel is flowing. The slower oil flow enhances the exchange of heat.
The overboard drain hole is located between the oil seal packing and the fuel
seal packing to prevent the intermix of oil and fuel when the packing is
damaged. The leaking fluid witnesses which side of packing is damaged.
The LP fuel filter housing is part of the same LRU and fuel flows directly from
the FOHE into the fuel filter.
FRA US/E-1 WiK Dez 01, 2005 05|7310 FOHE|L3 Page 136
7310

A
FUEL INLET
A
ANTI-SYPHON

LP FUEL FILTER ELEMENT HOLE
FUEL INLET

OIL OUTLET
CONNECTION

OIL INLET
OVERBOARD
DRAIN HOLE

FUEL OIL HEAT

OIL PRESSURE

RELIEF BYPASS
EXCHANGER

VALVE

FUEL FILTER

BYPASS VALVE

FUEL FILTER FUEL FILTER

BYPASS VALVE CAP
FUEL LOW

PRESSURE
SWITCH

B FUEL FILTER
LP FUEL FILTER FUEL OUTLET
FUEL FILTER HOUSING
dP-SWITCH
Figure 74 Fuel Oil Heat Exchanger (FOHE) Assembly

FRA US/E-1 WiK Dez 01, 2005 05|7310 FOHE|L3 Page 137
7310
HYDROMECHANICAL METERING UNIT

The Hydromechanical Metering Unit (HMU) is directly installed on the HP fuel
pump.
Four Servo Valves (SV) and their associated Torque Motors (TM) are fitted on
the body of the HMU and controlled by the EEC:
The Metering Valve Servo Valve (MV SV)
The ShutOff Valve Servo Valve (SOV SV)
The Over Speed Servo Valve (OS SV), controlled by the
FADEC Overspeed Protection System (OPS)
The Variable Stator Vane Servo Valve (VSV SV), dedicated to the air
system operation
The HMU body interfaces directly with the HP pump using two internal
routings, one for the HP supply and the other for the spill.
The body of the HMU contains the following components:
The fuel inlet filter
The servo pressure regulator
The metering valve
The pressure drop and spill valve
The Pressure Raising and ShutOff Valve (PRSOV)
The dump valve
FRA US/E-1 WiK Dez 01, 2005 06|7310 HMU|L3 Page 138
7310
FUEL PUMP
HMU
Figure 75 Hydromechanical Metering Unit (HMU)

7310
Fuel Inlet Filter Starting and Thrust Control
The fuel inlet filter includes a mesh gauze filter for the primary fuel During engine start, when the Engine Master Switch is set to ON, the Low
flow and a flow washed filter for the servo fuel. Pressure ShutOff Valve (LPSOV) is commanded open via the master switch
slave relay and the SOV Servo Valve is directly deenergized. At that moment,
Servo Pressure Regulator the PRSOV is only springloaded closed.
The Servo Pressure Regulator keeps a constant pressure difference between The EEC manages the engine thrust by controlling the metering valve position
the HP supply of the Metering Valve Servo Valve and the LP return pressure. via the electrical current supplied to the MV SV Torque Motor. This control is
This is necessary for accurate control of the metering valve. performed directly in function of the Throttle Resolver Angle (TRA) or following
data from the Auto Thrust System via the EIVMU.
Metering Valve
When the metering valve opens, under EEC control, the dump valve closes
The metering valve controls the rate of the fuel flow for all operating conditions.
and the metered fuel flow opens the PRSOV. So the Fuel Spray Nozzles are
The metering valve is hydraulically actuated by the Metering Valve Servo Valve
supplied through the fuel flow transmitter and the HP fuel filter. The position of
(MV SV) and its position feedback for the control loop is sent to the EEC by a
the PRSOV is provided to the EEC by the dual inductive switch in the HMU.
dual Linear Variable Differential Transducer (LVDT).
Shutdown
Pressure Drop and Spill Valve
During an engine normal shut down, the Engine Master Switch is set to OFF,
The HMU works on a constant pressure drop principle and varies the fuel flow
providing an engine shut down and a FADEC reset signal to the EEC.
to the combustion chamber by varying a spill flow back to the inlet of the HP
pump. The pressure drop and spill valve senses any changes in the pressure The SOV SV Torque Motor is energized. The fuel flow is cut, since the PRSOV
drop across the metering valve and opens or closes to maintain a constant is hydraulically closed by the SOV Servo Valve, regardless of the fuel flow
pressure difference across the Metering Valve. delivered by the Metering Valve. The EEC receives a closed position signal
from the dual inductive switch.
Pressure Raising and Shut Off Valve (PRSOV)
The Pressure Raising and ShutOff Valve (PRSOV) is installed downstream to
the metering valve, it keeps metered fuel at a suitable pressure for operation
and it stops the fuel flow to perform an engine shutdown. It is hydraulically
actuated either by the Shut Off Valve Servo Valve (SOV SV) or by the Over
Speed Servo Valve (OS SV). The PRSOV feedback position is sent to the EEC
by a dual inductive proximity switch (SW).
The Over Speed Servo Valve is controlled by the Overspeed Protection

System (OPS) included in the EEC. The ShutOff Valve Servo Valve (SOV SV)
is controlled energized to close the PRSOV either directly by the Engine
Master switch set to OFF or by the EEC in case of automatic shutdown.
Dump Valve
The Dump Valve is mechanically linked and driven by the metering valve. On
the ground only, when the metering valve is in the position corresponding to
zero fuel flow, the dump valve drains the fuel contained in the manifolds
supplying the Fuel Spray Nozzles (FSN), to the drain tank. In flight, this
function is not active to keep the fuel manifolds primed for easier restart.
7310
MASTER
ENG LEVER
1
ROS ON
OSP
EEC TOS OFF OFF
THRUST LEVERS

A B HP
FUEL

SHUT OFF
FMV
TORQUE

TORQUE
MOTOR
MOTOR
SERVO

PRESSURE

REGULATOR

LP
LP SPILL

INDUCTIVE SW
SWITCH

PRESSURE
RAISING AND

FLOW

LVDT
OVERSPEED SHUTOFF

WASH VALVE VALVE
FILTER

FUEL

METERING
VALVE

HP PUMP

FSNs
DELIVERY


LP
RETURN DUMP VALVE

PRESSURE DROP

AND SPILL VALVE

HP FUEL METERED FUEL

TO DRAINS TANK
LP RETURN SERVO FUEL
Figure 76 Hydromechanical Metering Unit (HMU) Function

PLUMBING RB211 TRENT 500
7311
HIGH PRESSURE FUEL FILTER

Purpose
The HP fuel filter is a 250 micron filter of the metal type. Its function is to
prevent a blockage in the fuel spray nozzles by filtering HP fuel prior entering
into the primary fuel manifold.
Location
The filter is installed in a housing which is attached with bolts to the fuel inlet
connection of the fuel manifold on the core engine underside.
Description
The fuel flows through the outer surface of the filter, through the filter material
and into the space at the center of the filter. The material catches particles that
are larger than 250 microns. The fuel then flows out of the center of the filter to
the fuel manifold.
The filter can be cleaned of contamination and if serviceable can be used
again. Therefore the filter has to be examined for triangular marks, each with a
number 1 inside. If the filter element has four triangular marks, it has to be
discarded and replaced.
FRA US/E-1 WiK Dez 01, 2005 07|7311 Filter|L3 Page 142
7311
FUEL MANIFOLD INLET
FUEL FILTER
HOUSING
SUPPLY FROM
FUEL FLOW
TRANSMITTER
Figure 77 High Pressure Fuel Filter

FRA US/E-1 WiK Dez 01, 2005 07|7311 Filter|L3 Page 143
7311
FUEL MANIFOLD
Purpose
To deliver HP fuel to the fuel spray nozzles.
Location
Fitted around the combustion outer case.
Description
The fuel manifold is an assembly of rigid tubes that are in position around the
combustion outer case. It supplies the fuel equally to each of the 20 fuel spray
nozzles. The fuel manifold assembly consists of a primary and a secondary
fuel manifold.
Included in the fuel manifold assembly are two manifold halves (which form the
primary manifold) and 10 supply tubes (secondary manifolds). The manifold
halves are held in position with brackets that are attached to the case. The
right manifold half (as you look from the rear) has the fuel inlet connection for
the assembled manifold. There is also a fuel outlet connection on the front of
the right manifold half (adjacent to the fuel inlet connection) for the power plant
drains system
The 10 supply tubes connect the manifold halves to the 20 fuel spray nozzles.
Each tube connects to an adjacent pair of nozzles. The manifold fuel outlet
connections and the nozzle inlet connections are sealed with an Oring seal
and a spherical sealing washer. The sealing washer is made of soft metal and
is crimped on to the tube ends (ferrules).
The fuel flows into the right manifold half and then flows to the 10 fuel outlet
connections. Each connection then supplies fuel to a pair of fuel spray nozzles.
The flow through each connection is kept equal with a distributor weight
assembly installed in the nozzles: And with a decreased diameter in the part of
the supply tube between the first and the second nozzle (in each pair).
When the engine is shutdown (or does not start), the fuel in the manifold is
drained to a level below the bottom fuel spray nozzles. This makes sure that
fuel cannot continue to flow into the combustion system and subsequently
cause a fire.
FRA US/E-1 WiK Dez 01, 2005 08|7311 Manifold|L3 Page 144
7311
NOZZLE INLET
CONNECTION
A
SECTION
A-A
TUBE A
TUBE K
LEFT FUEL TUBE B A
MANIFOLD
SECONDARY
FUEL MANIFOLD
20 1 (10 off)
19 2 FUEL OUTLET
18 3 PRIMARY CONNECTION
TUBE J FUEL
17 4 TUBE C
MANIFOLD
LOCATIONS SPHERICAL
16 5 SEALING
VIEWED FROM
REAR LOOKING FUEL WASHER
15 FORWARD 6 SPRAY
NOZZLE B
14 7
TUBE H (20 off)
13 8 TUBE D
9 O-RING
12
SEAL
11 10 B
RIGHT FUEL
TUBE G MANIFOLD
TUBE E
TUBE F
Figure 78 High Pressure Fuel Manifold
FRA US/E-1 WiK Dez 01, 2005 08|7311 Manifold|L3 Page 145
FUEL FLOW INDICATING RB211 TRENT 500
7331
FUEL FLOW TRANSMITTER

Description and Operation
The fuel flow transmitter is installed in the tube between the Hydromechanical
Metering Unit (HMU) and the HP fuel filter. It is attached with bolts to brackets
on the bottom of the rear LP compressor case.
The transmitter has a metal housing which contains the mechanism that is
turned by turbines. This mechanism is electrically connected to the EEC.
The fuel flows into the transmitter and across its turbines. The turbines move
the transmitter mechanism and analogue pulse signals proportionally to the
mass fuel flow rate are supplied to the EEC.
The EEC validates and transmits the signals through the DMC for display in the
aircraft cockpit to:
the EWD for the fuel flow indication
the SD for the fuel used indication.
The flowmeter is connected to only one channel of the EECS and internally
crosswired between channels.
The fuel used indication begins with engine start up and ends with engine
shutdown.
The fuel used remains displayed after power is removed from EEC as long as
the DMC is powered without power transient.
FRA US/E-1 WiK Dez 01, 2005 09|7331 FF|L3|B2 Page 146
FUEL FLOW INDICATING RB211 TRENT 500
7331
UPPER
ECAM
SCREEN
(EWD)
FUEL INLET
CONNECTION
A
FUEL FLOW
TRANSMITTER
LOWER
ECAM
SCREEN
(SD)
FUEL OUTLET
CONNECTION HMU
ELECTRICAL
CONNECTION
Figure 79 Fuel Flow Transmitter

FRA US/E-1 WiK Dez 01, 2005 09|7331 FF|L3|B2 Page 147
VALVING RB211 TRENT 500
7313
FUEL SPRAY NOZZLE

Purpose Distributor Weight Assembly
The Fuel Spray Nozzles (FSNs) mix the HP fuel supply with air at HP Each nozzle has a distributor weight assembly installed at its inlet. These
compressor delivery pressure (P30). They supply this mixture to the assemblies operate to keep an equal flow of fuel at each nozzle during low flow
combustion chamber as an atomized spray that will burn satisfactorily. rates.
Location NOTE: The distributor weight assembly is not a part of the fuel spray nozzle.
Thus it must be removed from an unserviceable nozzle and installed
The fuel spray nozzles are installed at equal distances around the combustion
to the replacement nozzle.
outer case into the head of the combustion chamber..
A nozzle attachment bolt can be carefully installed to the inlet of the distributor
Description weight assembly so that you can remove it from the nozzle.
There are 20 fuel spray nozzles of the air spray type. Each nozzle is attached A tungsten carbide weight is installed in each distributor weight assembly
with four bolts to the combustion support case. These bolts also hold a seal against the inlet to the feed arm. When there is sufficient fuel pressure at a
carrier in position above the nozzle. The seal carrier holds two piston rings nozzle inlet the flow of fuel into the nozzle pushes the weight away from the
which prevent the leakage of air from the openings in the combustion cases. inlet to increase the flow to the nozzle head. The effects of gravity on the
This leakage of air is also prevented by a metal Cseal between the mating weight (which is related to the nozzle position) causes a force to be applied
face of the nozzle and the combustion support case. opposite to this flow. This force is used to make the flow equal at all nozzle
The angular position of the fuel connection on the fuel spray nozzle is related to positions.
the nozzle location (in each pair of nozzles). Each pair of nozzles are identified A spring keeps the weight against the fuel inlet when the flow of fuel is
as left and right nozzles (which refers to this angular position). It is important stopped.
that the fuel spray nozzles are installed in their correct locations to permit
correct installation of the related fuel supply tube.
Each nozzle head is aligned with an opening in the forward heatshield of the
combustion chamber. Each head contains a swirl chamber, a row of inner swirl
vanes and two rows of outer swirl vanes.
Air at HP compressor delivery pressure (P30) flows into the swirl chamber in
the nozzle head. The inner swirl vanes change the straight air flow into a
circular air flow. This circular air flow is in the opposite direction to the circular
fuel flow across the swirl chamber outlet. This helps to mix the fuel with the air
satisfactorily.
Air at P30 pressure also flows along the outer surface of the nozzle head,
through the outer swirl vanes and into the combustion chamber. The outer swirl
vanes change this straight air flow into a circular air flow. This circular air flow
then mixes with the fuel/air mixture at the outlet of the swirl chamber to make a
satisfactory spray.
FRA US/E-1 WiK Dez 01, 2005 10|7313 FSN|L3 Page 148
VALVING RB211 TRENT 500
7313
HP COMPRESSOR
DELIVERY (P30)
FUEL/AIR MIXTURE
HP FUEL
DISTRIBUTOR
WEIGHT TUNGSTEN
ASSEMBLY CARBIDE
WEIGHT
SPRING
SEAL CARRIER
OUTER
SWIRL
VANES
NOZZLE
HEAD
L/H FUEL R/H FUEL
SPRAY NOZZLE SPRAY NOZZLE
HP COMPRESSOR
INNER SWIRL VANES
Figure 80 Fuel Spray Nozzle (FSN)

FRA US/E-1 WiK Dez 01, 2005 10|7313 FSN|L3 Page 149
7313
FUEL MANIFOLD INSTALLATION
NOTE: The fuel manifold removal/installation procedure is detailed
described in the Aircraft Maintenance Manual.
Secondary Fuel Manifold

Install the new seal rings on the tube connectors. Make sure that each seal ring
is installed in the correct groove.
Use the PLIERS, CRIMPING SEALING WASHER AND NOZZLE FEED
TUBE and crimp new sealing washers on the ferrule end of the connectors. Let
the washers turn freely on the ferrule end.
FRA US/E-1 WiK Dez 01, 2005 11|7311 MP FSN|L3 Page 150
7313
SECTION
A-A A
shows seal ring installed
in the correct groove
TUBE
CONNECTOR
(nozzle
TUBE CONNECTOR connection)
(nozzle connection)
B B
A
SEAL FUEL MANIFOLD TO

RING TUBE CONNECTOR NOZZLES SUPPLY TUBE
(manifold connection) (10 off)
SEALING
WASHER
SECTION
B-B
LEFT FUEL
SPRAY NOZZLE
RIGHT FUEL
SPRAY NOZZLE
Edge of sealing washer
bent in onto tube
(4 positions)
Figure 81 Secondary Fuel Manifold

7313
FUEL SPRAY NOZZLE INSTALLATION
The below described installation procedure is only briefly discussed. A detailed Seal Carrier PRE SB73E267
removal and installation procedure is given in AMM 781341.
CAUTION: YOU MUST INSTALL NEW METAL SEAL RINGS TO THE
Distributor Weight Assembly SEAL CARRIER IF IT IS A REPLACEMENT. IF YOU REMOVE
THE SEAL RINGS FROM THE REPLACED SEAL CARRIER,
CAUTION: YOU MUST MAKE SURE THAT YOU INSTALL THE CORRECT AND USE THEM AGAIN, LEAKAGE CAN OCCUR.
FUEL SPRAY NOZZLES AND WEIGHT ASSEMBLIES. IF YOU
INSTALL THE INCORRECT PARTS, THE FUEL FLOW WILL NOTE: You must not mix PRE SB73E267 and SB73E267 parts.
BE UNSATISFACTORY. THIS CAN CAUSE AN ENGINE 1. Lubricate the metal seal rings with clean engine lubricating oil
MALFUNCTION AND/OR DAMAGE CAN OCCUR. 2. Align the metal seal rings with their endface gaps
CAUTION: IF THE FUEL SPRAY NOZZLE WAS INSTALLED AT ONE OF In opposite positions in the seal carrier
THE POSITIONS 6 THRU 15, IT MUST BE INSTALLED BACK Aligned in the circumferential plane when the carrier is installed
TO ONE OF THESE POSITIONS (UNLESS IT HAS BEEN
OVERHAULED BY THE MANUFACTURER). IF YOU MOVE NOTE: The seal carrier can only be installed in one position. Use the offset
ONE OF THE NOZZLES TO THE POSITIONS 1 THRU 5 OR 16 bolt hole in the carrier as the reference point to align the gaps in the
THRU 20, A MALFUNCTION OF THE NOZZLE CAN CAUSE circumferential plane.
DAMAGE TO THE AIRCRAFT PYLON.
Seal Carrier POST SB73E267
1. If a replacement fuel spray nozzle is to be installed, install the weight
1. Install a new seal in the groove in the seal carrier. Make sure that the seal
assembly in the nozzle.
is tight in the groove
NOTE: The weight assembly is not supplied with the replacement fuel spray 2. Put the seal carrier in the GUIDE (E2J65333). Make sure that you do not
nozzle. If applicable, use the weight assembly that was removed change the position of the seal ring endface gaps
during the removal procedure.
3. Put the guide and seal carrier in position in the applicable opening in the
2. Look into the fuel inlet of the weight assembly. Make sure that there is a outer combustion case. Then:
straight line (groove) across the end of the fuel distributor weight.
Align the seal carrier and fuel spray nozzle bolt holes
NOTE: If there is a cross on the end of the fuel distributor weight, the weight Push the seal carrier into position until the carrier/nozzle mating faces
assembly is for a different engine. touch each other fully

3. Install a new seal ring on the groove in the weight assembly 4. Remove the guide
4. Align the weight assembly with the fuel inlet of the fuel spray nozzle and 5. Torque the bolts and after 20 minutes, do a check of the torque value of
push it fully into position each bolt again
5. Install a new seal on the groove in the nozzle mounting flange. Make sure 6. Examine the head of the LH and/or RH nozzle, as applicable, to make sure
that the seal is tight in the groove it is in the correct position
7. Look at the nozzle head through the applicable borescope equipment. The
center of the nozzle head must be at the center of the burner sealing ring
7313
AIR DEFLECTOR SEAL

SECTION SHIELD (SB73F004) CARRIER
OUTER
COMBUSTION Q-Q
CASE SEAL
FUEL SPRAY NOZZLE METAL CARRIER
R SEAL RING
(2 off)
Ring gaps on each

N
COMBUSTION side aligned with SEAL
circumferential plane Ring gaps on each
SUPPORT CASE side aligned with
circumferential plane
OFF-SET
N BOLT HOLE
SEAL RING
SB 73E267
FUEL SPRAY
SEAL NOZZLE
NOZZLE LH FUEL SPRAY
HEAD OFF-SET NOZZLE
BOLT HOLE
R Q
SEAL OUTER
(SB 73E267) COMBUSTION

WEIGHT
ASSEMBLY
CASE
BURNER

FUEL
SPRAY
SEALING
RING

NOZZLE
FUEL Q

DISTRIBUTOR
WEIGHT
CIRCUMFERENTIAL
PLANE
COMBUSTION SUPPORT CASE
Figure 82 Fuel Spray Nozzle Installation
FADEC RB211 TRENT 500
7321
7321 FADEC
INTRODUCTION
General
A Full Authority Digital Engine Control system (FADEC) controls the RB211
Trent 500 engine.
The FADEC automatically manages and monitors the engine operation in
response to cockpit actions and aircraft systems demands. Thus, it is an
electronic interface between the engine and the aircraft.
The FADEC system performs engine limit protection and maintains efficient
engine operation, throughout the flight envelope, from engine start until engine
shut down.
The FADEC system is made of subsystems working together to form a closed
loop control system. The subsystems are:
Power generation and conditioning control
Dedicated Alternator
Power Converter
Engine Control
Electronic Engine Control System (EECS)
Discrete Sensors
Torque Motors
Solenoids
Overspeed Protection
Rotor Overspeed System (ROS)
Turbine Overspeed System (TOS)
Electronic Engine Control System (EECS)

The Electronic Engine Control System consists of a dual channel Engine
Electronic Controller (EEC) with its related periphery. The two channels are
identified as channel A and B. Each channel can independently control the
operation of the engine. Thus the system can operate without loss of
performance for single failures that would usually cause a loss of thrust control.
FRA US/E-1 WiK Dez 30, 2005 01|7321 Intro|L1|B2 Page 154
7321
AP1 AP2
ENGINE
N2
82.5 82.5 % 82.5 82.5
A/THR
F. USED
250 250 KG 250 250
OIL
15.5 15.5 QT 15.5 15.5
92 92 PSI 92 92
115 115 C 115 115

0.6 0.6 VIB N1 0.6 0.6
0.6 0.6 VIB N2 0.6 0.6
1.1 1.1 VIB N3 1.1 1.1
NAC
C
0 350
EEC TAT
SAT
+29
+29
C
C 17 H 05
GW 240000
GWCG 28.2
KG
%
ELECTRONIC ISA +5 C
ENGINE
CONTROLLER
SENSORS
FUEL
SYSTEM
CONTROLS
IGNITION AND STARTING FADEC:

SENSORS OTHER
COOLING Full
SUB AIRFLOW CONTROL Authority
CONTROLS SYSTEMS Digital
THRUST REVERSER Engine
Control
Figure 83 FADEC System Introduction

FRA US/E-1 WiK Dez 30, 2005 01|7321 Intro|L1|B2 Page 155
ENGINE CONTROL A340500/600
7321
FADEC SYSTEM DESCRIPTION

FADEC Processing
The Electronic Engine Controller (EEC) is located on the left hand fan case
(Zone 1). It is a digital unit made of two independent and similar channels of
operation. Each channel communicates with the other one. All the hardware is
mounted in the same housing.
Each channel receives inputs from the aircraft and from a set of engine
parameter sensors and engine subsystem sensors (probes and switches).
These sensors are generally duplicated. Each channel can send outputs to
engine subsystem duplicated controls (torque motors and solenoids) and to the
aircraft.
Most FADEC operations are based on the same principle: as a response to a
demand from the aircraft or from EEC internal schedules, the EEC considers
for input parameters from the aircraft and engine parameter sensors, to
elaborate a command signal sent to an engine subsystem control. The EEC
ensures that its command has been followed by monitoring the feedback from
the engine subsystem sensors. The EEC also sends data to the aircraft.
One channel controls while the other channel monitors. In case of input or
output failure the control channel can access the inputs and outputs of the
monitor channel through the inter channel data link. This design keeps the EEC
as serviceable as possible because it allows the control channel to stay in
control if a related input or output becomes faulty. Therefore a failure of the
controlling channel circuits causes control to be given to the monitor channel.
Basically the EEC alternates control between channel A and channel B at each
power up.
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ELECTRONIC ENGINE
CONTROLLER (EEC)
PROBES
TRANSDUCERS
SWITCHES
ENGINE
PARAMETER
SENSORS
SENSOR SENSOR
EEC A B
ENGINE
SUBSYSTEM
CHANNEL CHANNEL CONTROL CONTROL

A B A B
TORQUE MOTORS
SOLENOIDS
Figure 84 FADEC System Presentation

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EEC Subsystems Overspeed Protection System
The EEC incorporates three main subsystems: The Overspeed Protection System (OPS) includes the Rotor Overspeed
Engine Control System (ROS) and the Turbine Overspeed System (TOS).
Overspeed Protection System (OPS) The ROS monitors the N1 and N2 compressor speeds. If either speed exceeds
its maximum safe limit, the ROS cut off the fuel supply through the HMU.
Power Supply
The TOS compares the N1 compressor speed with the N1 turbine speed. If the
NOTE: The subsystems are physically independent and duplicated following speeds differ significantly, the TOS detects an N1 shaft breakage and cuts off
the two channels A and B. the fuel supply through the HMU.
Engine Control Power Supply
The EEC ensures its control and monitoring functions by managing various The power supply includes a dual channel power converter to independently
systems. supply each EEC channel. A dedicated alternator, fitted on the external
Through the ignition and starting systems, via the ignition units and the start gearbox, normally powers the EEC. However, for ground maintenance, starting
valve, the EEC performs engine starting sequences. Through the engine fuel or loss of dedicated alternator power, an alternative standby power source is
system, via the Hydromechanical Metering Unit (HMU), the EEC controls the provided from the aircraft 115 VAC network.
engine thrust by metering the fuel flow.
NOTE: Engine shutdown is effected by the Pressure Raising and ShutOff
Valve (PRSOV) torque motor (see Fuel System), which is hardwired
directly from the cockpit, giving the pilot the ability to operate the
PRSOV at any time. This function has priority over any automatic
PRSOV command from EEC.
The EEC manages the engine air subsystems to improve engine performance.
Through the Variable Stator Vanes (VSVs) and the handling bleed valves, the
EEC controls the compressor airflow and avoids surge and stall conditions.
Through the Turbine Case Cooling (TCC) system, it cools the turbine case and
optimizes the clearance between the turbine blade tips and the casing to
improve turbine efficiency. The EEC manages the thrust reverser through the
Hydraulic Control Unit (HCU). The High Pressure Valve (HPV), supplying the
aircraft pneumatic system, is electrically overridden in the closed position by

the EEC following certain operation conditions.
It also manages the Integrated Drive Generator (IDG) oil cooling system. The
EEC can offload the engine driven pump of the aircraft hydraulic power to
improve inflight windmilling restart capabilities. Part of engine sensors are
used by the EEC to monitor the engine and also to provide indication in the
cockpit.
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START STARTING
Engine Electronic VALVE SYSTEM
Controller
(EEC) IGNITION IGNITION
UNITS SYSTEM
Hydromechanical ENGINE
Metering Unit FUEL
(HMU) SYSTEM
MONITORING ENGINE
ENGINE SENSORS CONTROL
Variable Stator Vanes
(VSVs)
ENGINE
CHANNELS HANDLING AIR
N1 Rotor A&B BLEED VALVES
COMPRESSOR SUBSYSTEM
Overspeed
SPEED Turbine Case Cooling
System
(TCC) System
(ROS)
N2 A&B
COMPRESSOR
Overspeed Hydraulic Control THRUST
SPEED Turbine Unit (HCU)
Protection REVERSER
Overspeed
N1 System System (OPS)
TURBINE ROS + TOS High Pressure AIRCRAFT

(TOS)
SPEED A&B CHANNELS Valve (HPV) PNEUMATIC SYSTEM
A&B
DEDICATED Integrated Drive Generator (IDG)
ALTERNATOR POWER OIL COOLING SYSTEM
POWER SUPPLY
CONVERTER
AIRCRAFT CHANNELS ENGINE DRIVEN PUMP
A&B A&B OFFLOAD (AIRCRAFT
115 VAC SOLENOID HYDRAULIC POWER)
Figure 85 FADEC System Description

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FADEC SYSTEM OPERATION

Engine Fuel System Data Entry Plug
The EEC controls the fuel flow to the combustion system and a pair of Variable The Data Entry Plug (DEP) is a dual channel serial memory device providing
Stator Vane (VSV) actuators by operation of the Hydromechanical Unit (HMU). storage for engine specific performance and configuration information. The
The HMU contains control valves of which four are electrically operated by the DEP consists of a plug and housing which will be fastened to the engine by the
EEC. These are: use of a lanyard.
a Metering Valve (MV) which controls the rate of fuel flow Two EEPROM (Electrically Erasable Programmable Read Only Memory)
a Pressure Raising and ShutOff Valve (PRSOV) which starts and stops the devices are located inside the plug, one EEPROM being allocated to each of
flow the two channels of the EEC. All DEP related hardware in the EEC, including
read/ write circuitry and RAM will be duplicated for each channel of the EEC.
an Overspeed (OS) servovalve which can operate the PRSOV to stop the
flow and cause an engine shutdown Starter Control Valve
a VSV servovalve which supplies fuel to the VSV actuators The EEC controls the operation of the starter control valve. During the engine
The fuel flow indicating system uses a fuel flow transmitter to continuously start sequence, the EEC opens the valve to supply APU air, crossbleed air or
monitor the fuel flow to the combustion system. The transmitter supplies analog air from an external source to operate the pneumatic starter. The EEC receives
signals to the EEC that are in proportion to the mass fuel flow rate. The EEC feedback from the start valve position switch.
uses these signals to calculate the flow rate and the quantity of fuel that has
been used. The EEC then transmits this data for display in the cockpit. Dedicated Alternator
The fuel pressure indicating system uses a fuel filter differential pressure switch The primary source of electrical power for the FADEC system is an EEC
to continuously monitor the condition of the LP system. If the fuel pressure in dedicated alternator. Threephase power from the alternator is regulated
the LP system decreases to less than 70 psi, the EEC transmits the applicable (internally in the EEC) and supplied for each EEC Channel. The alternator can
warning for display in the cockpit. supply sufficient power to the FADEC system to control the engine (and
windmill starting with the hydraulic pump deenergized) at speeds higher than
Engine Oil System 5 percent N3. During pneumatic starter assisted starts, the alternator power
The oil quantity transmitter is installed through an opening in the center of the supplied to the starter control valve can be augmented with aircraft power for a
top face of the oil tank. The EEC uses this signal for display in the cockpit. The short time period.
oil pressure transmitter senses the difference between pressure and scavenge
oil pressures. There is one transmitter for each channel of the EEC. In usual
operation, the transmitters will supply an oil pressure indication.
The oil temperature thermocouples are installed in the top of the scavenge oil
filter housing. The system uses two thermocouples that are sensitive to
temperature changes. An oil temperature signal is sent through the EEC to the
aircraft indicating system.
The filters differential pressure switches (pressure and scavenge) compare the
difference between upstream pressure for their related filters. When the
difference becomes more than the permitted limit, the switch will send a signal
through the EEC to the cockpit.
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Pressure Module Thermocouples
The pressure module is located within the EEC, it is divided in two parts, one Both channels of the EEC have a T20 thermocouple input to provide each
on each channel, it senses pressure for engine control and monitoring. Each channel with its own Fan Inlet Temperature signal.
pressure transducers are of the vibrating cylinder type, which produce a The T25 thermocouple provides the EEC with an IP compressor temperature
frequency output proportional to the sensed pressure. signal, used for health monitoring purposes. The signal is input to Channel A,
The P0 signal is input to Channel B. The measured P0 pressure values is and made available to the other channel via the interchannel data link. The
hardwired to channel A and is also available via the interchannel data link but signal is lost completely if channel A is depowered.
are both lost if Channel B is depowered. The T30 signal is obtained by two single element thermocouples mounted at
Both channels of the EEC are equipped with a pressure transducer to provide different radial positions around the engine and provide each channel of the
each channel with its own fan inlet pressure signal, designated as P20. EEC with HP compressor temperature.
The EEC is provided with a single fan exit pressure signal called P160, used The Exhaust Gas Temperature (EGT), also referred to as Turbine Gas
for condition monitoring purposes. The signal is input to Channel A, and made Temperature (TGT), is derived from 17 double element thermocouples
available to the other channel via the interchannel data link. The signal is lost mounted in the LP nozzle guide vanes. The thermocouples are wired in parallel
completely if Channel A is depowered. and the average output of the set of 17 is provided to each channel of the EEC.
The EEC is provided with a single IP Compressor Pressure signal called P25, A single thermocouple, mounted on the IP/LP TCC flange, provides the EEC
used for condition monitoring purposes. The signal is input to Channel B. The channel A with a Zone 3 Nacelle temperature signal, used for condition
signal is lost completely if Channel B is depowered. monitoring purposes. The signal is input to Channel A, and made available to
A single pipe provides the EEC with an HP compressor pressure signal called the other channel via the interchannel data link. The signal is lost completely if
P30, which is split inside the EEC to provide a pressure tapping to a transducer Channel A is depowered.
in each channel so that each channel has its own P30 pressure signal. The EEC monitors the temperature of the front and the rear of the IP turbine
A single pipe provides the EEC with an exhaust gas pressure signal called disc by means of two thermocouples. If measured value correspond to an
P50, which is split inside the EEC to provide a pressure tapping to a transducer overheat, an ARINC signal is sent to the aircraft to display a warning to the
in each channel so that each channel has its own P50 pressure signal. flight deck.
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Speed Probes Thrust Reverser System
There are three compressor and three turbine speed probes. The compressor The EEC interfaces with the Hydraulic Control Unit (HCU), which controls the
speed signals are used for engine control functions and to provide rotor hydraulic operation of the thrust reverser translating cowls. To operate the
overspeed Protection. The turbine speed signals are used along with the thrust reverser, the EEC sends command signals to:
compressor speed signals to provide LP turbine overspeed protection in the the Isolation Valve Unit (IVU) and Direction Control Valve (DCV) Solenoid.
event of an LP shaft failure.
The EEC receives feedback from:
The N1 and N2 shaft speed signals are derived from engine pulse probes. The
the upper actuator LVDTs
probes provide a sinusoidal frequency voltage proportional to the LP shaft
speed rotation. The signals are provided to each channel of the EEC. Both the TLS proximity sensors
signals are used for engine control functions and to provide rotor overspeed the HCU inhibition switch
protection. the HCU pressure switch
The N3 shaft speed signal, used within the EEC, is derived from the the upper and lower actuator proximity sensors.
Permanent Magnetic Alternator (PMA). The outputs from the PMA are at a
frequency proportional to the N3 shaft speed and provide an N3 speed signal Aircraft Pneumatic System
for each channel of the EEC (a channel B N3 speed indication is available to The EEC controls the High Pressure Valve (HPV) by energizing two solenoids.
the airframe via the EEC test port, for flight test and vibration monitoring).
Integrated Drive Generator (IDG) Cooling System
Engine Air System The EEC monitors the temperature of the oil flow downstream of the IDG Air
The EEC controls the operation of four IP bleed valves, and three HP bleed Cooled Oil Cooler (ACOC) to control the IDG oil temperature which is given to
valves. This is necessary to prevent an engine surge condition. each EEC by a thermocouple.
The bleed valves are controlled by six solenoids. The six solenoids contained in The IDG oil system is a closed system, which circulates oil continuously
two bleed valve controllers and are independently supplied with electrical power through the IDG and the cooler. Usually a twoposition butterfly valve in the
from the EEC. There is no feedback of bleed valve position. cooler is open to supply full cooling air. If cooling air is not necessary, the EEC
The EEC controls the angular position of the Variable Stator Vanes (VSVs). energizes a solenoid valve (on the cooler) to close the butterfly valve.
The VSVs increase the performance of the IP compressor and can be used to
correct the airflow if a surge has occurred. The VSV positions are set through a Engine Hydraulic System
VSV servovalve in the HMU which is electrically operated by the EEC. The The EEC controls the hydraulic pump offload solenoid to depressurize the
HMU hydraulically controls the position of the VSV actuators. hydraulic system during an inflight start.
The EEC controls the operation of the Turbine Case Cooling (TCC) valve. Ignition System
During cruise conditions, the EEC fully opens the TCC valve to supply LP
compressor air to the external surface of the turbine cases. This causes a The EEC supplies the igniters with aircraft power. Aircraft power to igniters is
smaller clearance between the cases and the tips of the HP and IP/LP turbine switchable by both EEC channels.
blades to increase turbine performance. The TCC valve is operated by HP3.
There is no feedback of the TCC valve position.
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DCV 28V EEC AIRFRAME AIRFRAME ENGINE

POWER DISCRETE POWER DISCRETE EEC ARINC
EIVMU ADIRU 1 ADIRU 2 MASTER
SUPPLY OUTPUTS SUPPLIES INPUTS OUTPUTS
SWITCH
AIRCRAFT
ENGINE
DATA
ENTRY
PLUG (DEP)
T/R HCU
EEC LP SHAFT

SPEED
(N1 Compressor)

INTEGRATED STARTER
IDG POWER OVERSPEED CONTROL

T/R SYSTEM DRIVE ACOC SUPPLY PROTECTION VALVE
GENERATOR CIRCUITS CIRCUITS
IP SHAFT
THRUST SPEED
REVERSER (N2 Compressor)
PRESSURE MODULE EEC
DEDICATED
ALTERNATOR
HYDRAULIC HP BLEED BLEED CHANNEL A CHANNEL B
TCC PRESSURES PRESSURES
PUMP VALVE VALVE
SYSTEM P20, P30, P50, P20, P30, P50,
OFF-LOAD (ATA 36) SYSTEM
P160 P25, PO
EGT IP TURBINE

FUEL PUMP HYDRO TO FUEL

T30 TZONE3 FROM MECHANICAL SPRAY
MONITORING OVERHEAT LP PUMP HP PUMP
THERMOCOUPLES THERMOCOUPLE A/C METERING
SYSTEM THERMOCOUPLES NOZZLES

UNIT (HMU)

FROM FUEL
SPRAY
FUEL LOW FUEL/OIL

LP FUEL FILTER PRESSURE HEAT NOZZLES
ENGINE LP SHAFT
FUEL FLOW DIFFERENTIAL SWITCH EXCHANGER
P20/T20 SPEED
TRANSMITTER PRESSURE
PROBE (N1 TURBINE)
SWITCH VSV
SYSTEM
SCAVENGE OIL OIL PRESSURE OIL

OIL FILTER OIL FILTER IGNITION
QUANTITY PRESSURE TEMPERATURE
DIFFERENTIAL SYSTEM

DIFFERENTIAL TRANSMITTER TRANSMITTER THERMOCOUPLE
PRESSURE PRESSURE KEY
SWITCH HARDWIRED ARINC 429 NON-FADEC

SWITCH
INTERFACE FUEL SYSTEM IDG OIL SYSTEM
Figure 86 FADEC System Schematic

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FADEC POWER SUPPLY

Power Users
A Dedicated Alternator normally powers the EECS. However, for ground
maintenance, starting and loss of Dedicated Alternator power, an alternative
standby power source is provided from the airframe 115 VAC supply.
The EECS also controls and monitors the switching of airframe power to the
following:
Ignition Units (115 VAC supplied via the EIVMU)
P20/T20 Probe Heater (115 VAC supplied directly from the airframe
electrical network)
Thrust Reverser Directional Control Valve (28 VDC supplied via the EIVMU)
Hydraulic Pump Offload Solenoid (28 VDC supplied directly from the
Airframe electrical network)
Hydraulic Pump Offload Indication Lamp
(5 VAC supplied directly from the airframe electrical network and electrical
ground switched in the EECS)
FRA US/E-1 WiK Dez 30, 2005 04|7321 PWR|L2|B2 Page 164
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115 V AC
NORMAL
(Heater)
HYDRAULIC
115 V AC PUMP OFFLOAD HYDRAULIC
EMERGENCY SOLENOID PUMP
28 V DC OFFLOAD
EMERGENCY FROM EIVMU
INDICATION
(Igniter) LAMP
GROUND
RETURN
IGNITION P20/T20
HMU SOV SYSTEM PROBE
ACTUATORS A
SERVOVALVE A HEATER
115 V AC
EMERGENCY EEC A
FROM EIVMU EEC CHANNEL A
POWER RELAYS
EEC
DEDICATED HYDRAULIC
ALTERNATOR PUMP
OFFLOAD
INDICATION
LAMP
115 V AC EEC CHANNEL B RELAYS
NORMAL POWER
EEC B
FROM EIVMU
IGNITION
SYSTEM ACTUATORS B
B
ENGINE
AIRCRAFT
THRUST REVERSER
115 V AC DIRECTIONAL CONTROL
NORMAL VALVE SOLENOID
FROM EIVMU
(Igniter)
28 V DC 28 V DC 5 V AC
FROM FROM
EIVMU EIVMU
28 V DC
(Hydraulic Pump
Offload Solenoid)
Figure 87 FADEC Power Supply Diagram
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Power Converter Airframe 115 VAC Power Supply
There is a Power Converter in channel A and in channel B of the EECS. The switching of a relay in the EIVMU controls the airframe 115 VAC power to
Power Converter channel A provides power supplies for EECS and the EECS.
Overspeed Protection System (OPS) channel A In normal operation with the airframe 115 VAC network energized (at engine
Power Converter channel B provides power supplies for EECS and speeds less than five percent N3), both channels of the EECS will be
Overspeed Protection System (OPS) channel B permanently powered when any of the following conditions exist:
the Master Lever is in the on position
the Rotary Selector is in either the CRANK or IGN/START position
the Ground Power Push Button is in the on position
the EECS will be powered for 5 minutes in this condition. If during this
period the EECS INTERACTIVE mode is entered, the EECS will stay
permanently energized in the two channels.
At aircraft power-up/EIVMU initialization the EECS will be powered as follows:
channel A will be permanently powered if only the airframe 115 VAC
emergency bus bar is available
channel A and B will be powered for 5 minutes if the full airframe electrical
network is available
Airframe 115 VAC power will be removed from the EECS as follows:
on the ground 15 minutes after the Master Lever is moved to off
following operation of the Fire Handle (GND and FLT)
If EECS Interactive Mode is not entered within 5 minutes after selecting the
EECS Ground Power Push Button on
on the ground when the Ground Power Push Button is selected off or the
Rotary Selector is selected to the normal position
NOTE: The EEC dedicated alternator supplies sufficient electrical power for
inflight windmilling engine starts at speeds higher than five percent
N3. Thus aircraft power is not necessary for an engine start in these
conditions.
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EIVMU 1 EEC 1
115 VAC AC / DC EEC A
AC ESSENTIAL N3 POWER
ALTERNATOR
BUS CONVERTER
DEDICATED
A OPS A
CHANNEL A
ROTOR
115 VAC
NORMAL BUS
AC / DC EEC B
N3 POWER
CONVERTER
B OPS B
28 VDC
CHANNEL B
255VU
ENG 1
F DEPOWERING
A/C ON GROUND
FIRE 125VU
I PUSH
R POWERING
ON ENG ON ENG ON ENG ON ENG
E 2
1 2 3 4
SQUIB SQUIB OFF OFF OFF OFF
DISCH DISCH EIVMU SUPPLY
FIRE FIRE ENG FIRE FIRE

MASTER
FAULT FAULT FAULT FAULT
N3 > 5%
ELEC
GREEN
from EEC 285VU

ENG FADEC GND POWER
1 2 3 4 ENG START
NORM IGN
CRANK START
ON ON ON ON
145VU
Figure 88 FADEC Electrical Power Supply

FADEC INTERFACES RB211 TRENT 500
7325
INTERFACES
Overhead Panel and Central Pedestal Electronic Instrument System (EIS)
The cockpit panels ENG Start, ENG Master, ENG Manual Start and Anti Ice The Aircraft cockpit has an EIS for communicating Aircraft systems information
have their selectors and pushbuttons hardwired to the EIVMU. The different to the flight crew. This system includes six Display Units (DUs) managed by
positions of these rotary selectors and pushbuttons are sent to the EIVMU three Display Management Computers (DMCs). The DMCs gather Aircraft
which provides them to the EEC through an ARINC data bus connection. systems data and configure it for output on a particular DU.
The Engine N1 Mode signal is hardwired to the EEC, this mode is selected DMC functionality is split into two parts:
when the FADEC is unable to calculate the engine EPR. Electronic Flight Instrument System (EFIS)
The prime source of ENG Master lever position, during starting, is the EIVMU. Electronic Centralized Aircraft Monitor System (ECAM).
In the case of nonvalidation of the ENG Master information contained in the
The EFIS displays Primary Flight Display (PFD) information and the Navigation
EIVMU bus, the hardwired discrete is used.
Display (ND) information.
In normal operation, ENG Start, ENG Master, ENG Manual Start allow the
The ECAM system displays flight phase dependent information on the two
starting, the ignition and shut down. The EEC initiates these sequences. These
centrally located DUs, one for Engine/Warning Display (E/WD) and the other
switch positions are transmitted by the aircraft to the EEC on the EIVMU digital
for System Display.
data bus. To initiate Engine control functions with the non availability of digital
information from the EIVMU, a hardwired alternate start discrete Engine Control Interfaces
signal is acquired by the EEC.
The engine controls are located in the central pedestal and the overhead panel in
Auto Flight System (AFS) the cockpit.
The AFS interfaces with FADEC to supply flight management, guidance and Throttle Lever
envelope functions to the pilot. (commanded power setting)
This is achieved through the Flight Control Unit (FCU), a dual lane computer is Master Lever
installed in the glareshield. (Engine ON/Off switch)
This provides the interface between the pilot and the AFS and the two Flight Rotary Selector
Management Guidance Envelope Computers (FMGECs), which acquire signals (selects dry/wet cranks, manual/automatic starts or continuous ignition)
from associated systems sensors and provide output commands to the control Manual Start Push Button
surfaces and engines via the Electronic Flight Control System (EFCS) and the N1 Mode Push Button
FADEC. (enforces operation in N1 Reversion mode)
Central Maintenance System (CMS)
The CMS allows access to information from the Built In Test Equipment (BITE)
of all the CMS reporting systems at a centralized point. The CMS consists of
Central Maintenance Computer (CMC), Multi-purpose Control and Display
Units (MCDU), a printer and the CMS reporting systems BITE. The EECS is
responsible for managing the FADEC system BITE interface with the CMS.
FRA US/E-1 WiK Dez 30, 2005 05|7325 Intf|L3|B2 Page 168
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COCKPIT
N1 MODE AVIONICS BAY PYLON ENGINE
ENG 1 ENG 2 ENG 3 ENG 4
ON ON ON ON
GCU FROM IDG
ENG BLEED DIGITAL
1 2 ENG 3 4 HARDWIRED
OFF OFF ELECTRICAL
OFF OFF POWER
ANTI ICE FROM HP VALVE
1 2 ENG 3 4 BMC RELAY
ON ON ON ON DEDICATED
AIRCRAFT
MAN START
1 2 ENG 3 4 CIRCUITRY
ON ON ON ON 115 VAC
ENG MASTER
ENG 1 ENG 2 ENG 3 ENG 4 EECS
FIRE FIRE FIRE FIRE
ENG START
EIVMU ARINC 429

FCU FMGEC
MCDU
DU DMC FWC
PRINTER
ACMS CMC A/C 5 VAC / 28 VDC
DMUT
ACARS POWER
ADIRU ARINC 429
DATA LOADER
Figure 89 Airframe / FADEC Interface

7325
BMCs EEC Discrete Outputs
The Bleed Monitoring Computer (BMC) and the EEC interact to achieve the Engine Running Discrete
management of engine HP bleed valve. As a result, the BMC sends to the EEC Each EEC sends one Engine Running Signal to:
an HPV closure not demanded discrete signal via a relay.
Hydraulic System Monitoring Unit (HSMU) for automatic Ram Air Turbine
Slats / Flaps (RAT) extension and automatic electrical pump activation
The EEC receives from the Slats Flats Control Computer (SFCC), the slats and Flight Control System for surface deflection speed limitation in case of
flaps position. RAT extension
Electrical Shedding Logics
Zone Controller
HPV Solenoid
The EEC sends the following signals via the EIVMU to the Zone Controller:
Hydraulic Pump Offload Solenoid
HPSOV Closed
TLA in T/0 position (also send to Cabin Pressure Controller System (CPCS) ADIRUs
Each ADIRU ARINC 429 bus is wired to one channel of the EEC and
LGCIU crosswired internally to the other channel. Each EEC channel receives digital
From the Landing Gear Control Interface Unit (LGCIU), the EEC receives data buses from two ADIRUs which provide:
ground signal via the EIVMU which provides it via a digital bus. Corrected Static Pressure Signals (PS)
EEC Analog and Discrete Inputs Total Air Temperature Signals (TAT)
Control of the engine is achieved by modulation of a throttle lever angle. The Total Air Pressure Signals (PT)
angle position of the throttle lever is connected in analog electrical signals by In addition, the EEC has the following dedicated sensors that provide a
two mechanically coupled resolvers. These signals are named Throttle complete complement to the ADIRU sensors
Resolver Angle (TRA). They are directly hardwired from the resolver to the Ambient Pressure Sensor (PO) (one sensor, crosswired within the EEC)
EEC with no electrical interconnection between channels. To sense the TRA
Total Temperature Probe (T20) (dual element, one per channel)
signal, the EEC provides the TRA excitation. The Autothrust (A/THR)
instinctive disconnect discrete signal is also hardwired to the EEC. Air Inlet Pressure Sensor (P20).
Discrete inputs from the aircraft to the EEC include:
Engine Master Switch
High Pressure Valve (HPV)

Engine Position Discrete
Autothrust Engagement and Disconnect
Alternate Start Discrete
N1 Mode Selection
DEP (Data Entry plug)
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DISCRETE DISCRETE
OUTPUTS INPUTS ADIRU-1 ADIRU-2
FROM TO SLATS/
ZCC BMC LGCIU FCU FMGEC DMC FWC
EEC EEC FLAPS
EIVMU
DIGITAL
EECS
HARDWIRED
Figure 90 Airframe / Propulsion System Interface

EECS RB211 TRENT 500
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ELECTRONIC ENGINE CONTROLLER (EEC)

Purpose and Design Redundancy
The primary function of the EEC is to control the engine through all One channel is the stand by computer while the other channel is the control
ground/flight modes and environmental conditions. The EEC also maintains computer. The control computer can access the input and the output interfaces
and supplies data for fault analysis and output to other systems on the of the stand by computer, so that it can stay in control if a related input or
airframe. output becomes defective. If a failure of an input transducer or its related
The EEC has a metal outer cover which is specially prepared with a layer of circuits occurs in one Channel, the input data from the other Channel is used.
high emissively paint. This type of paint gives better heat radiation to help keep But this does not include failures of external transducers where only one
the unit cool. Convection and radiation of heat from the inner case is also transducer is connected to the EEC.
helped by external fins which are along the top of the cover. A failure such as the failure of the control computer circuits causes control to
be given to the stand by computer which becomes the control computer.
Limit Protection
In this condition all signal outputs from the faulty channel are immediately
The EEC gives the engine protection against the conditions that can result in isolated from the I/O bus to prevent an incorrect operation. And engine control
an overspeed, overtemperature or overpressure. To perform this function the is given to the other EEC Channel. When the other Channel has control of the
EEC is supplied with engine parameters which it checks against known I/O bus and the outputs, the defective computer module is tried again for
values/data. These are: correct operation. If the Channel stays unserviceable then its computer outputs
N1 and N2 compressor shaft speeds are isolated for the remaining steps of the flight.
N1 compressor and turbine shaft speeds During a channel change the computer which becomes in control transmits
EGT (during ground auto starts only) signals to the VSVs and HMU to keep them in their set condition and sets the
condition of the bleed valves in relation to the values held in the I/O bus
Channel in Control memory (which were stored immediately before the Channel change). This is
The initial selection of the Channel in control is done after the EEC has been done until the Channel is fully in control (software initialized) and keeps thrust
given electrical power and all necessary circuit tests have been completed. The changes, caused by the Channel change, to a minimum.
selection procedure (in priority) is as follows:
Internal Overheat Protection
if the two Channels have no defects then the EEC will alternate control
The EEC contains internal temperature sensors, Bimetallic devices and
between Channel A and Channel B on each power up
thermal fuses. The sensors are continuously monitored by the EEC. If the
if one Channel has defects then the Channel with no defects will get control internal temperature increases more than a specified software limit, the EEC
if the two Channels have defects then the Channel in control when they are transmits a status message to the cockpit. If the internal temperature increases
found stays in control. But only to give an EEC failure indication at the more than a specified hardware limit, the EEC shuts the engine down and
cockpit. transmits a warning to the cockpit.
FRA US/E-1 WiK Dez 30, 2005 06|7321 EEC|L3|B2 Page 172
7321
POWER SUPPLY
CONNECTORS
CHANNEL A (3 off)
DATA ENTRY
EEC PLUG (DEP)
D
AIR TUBE
CONNECTORS
(5 off)
ELECTRICAL
CONNECTORS
CHANNEL B (7 off)
POWER SUPPLY
CONNECTORS
CHANNEL B (3 off)
B
ELECTRICAL
CONNECTORS
CHANNEL A (7 off)
Figure 91 Engine Electronic Controller (EEC)

7321
Power Supply Circuit
The function of the power supply circuits is to regulate electrical power for each
EEC Channel. The circuits supply each EEC Channel with a stable DC input
regulated from:
three phase power supplied from the EEC dedicated alternator
115V AC standby power from the aircraft electrical busses
The power supply circuits also control and monitor the supply of 115VAC
aircraft power to the ignition units and the P20/T20 probe heaters.
Pressure Module
The pressure module is contained in the front, center compartment of the inner
case. This module contains pressure transducers and related circuit boards
which supply air pressure signals (as an electrical equivalent) for each EEC
Channel. These pressure signals are:
P0, the pressure in engine Zone 1
P20, the LP compressor inlet pressure
P25, the IP compressor outlet pressure
P30, the HP compressor outlet pressure
P50, the LP turbine outlet pressure
P160, the LP compressor outlet pressure
Channel A reads the P50, P30, P20 and P160 values directly.
Channel B reads the P0, P20, P30, P25 and P50 values directly.
The P25 and P160 values are transmitted to the aircraft for the engine health
monitoring function. They are not used for the engine control functions.
Overspeed Protection Circuit

The primary function of the overspeed protection circuits is to give protection
from an N1 or N2 overspeed. These engine shaft speeds are usually kept in

safe limits by redline limiters in the EEC. But if a failure occurs such that
these limiters cannot prevent a shaft overspeed, the EEC will shutdown the
engine.
7321
J18
J19
C
J20
J1 J2 J3 P50 J11 J12 J13
P160 P25 CHANNEL B
PO
P20
J4 J5 J14 J15
P30
D
J6 J7 J16 J17
J8
CHANNEL A PRESSURE MODULE CHANNEL B

J9
J10
CHANNEL A
Figure 92 EEC Connectors

DATA ENTRY PLUG RB211 TRENT 500
7321
DATA ENTRY PLUG (DEP)

Purpose Engine Rating Selection
The function of the DEP is to supply the engine related data (in code) for EEC The EEC is programmed with all possible engine ratings. The data stored in the
operation. This data is used by the EEC to calibrate the performance of the DEP lets the EEC make the selection from memory of the applicable ratings for
engine in relation to: the aircraft operation.
the engine type
EGT Trim
the engine manufacturers type test
The EGT trim factors the actual engine EGT to a lower value for display in the
the aircraft operation cockpit. The EGT trim is calculated from data obtained during the engine
The DEP is only programmed with the applicable data for the engine on which manufacturers type test to align approved EGT levels with the cockpit
it is installed. It cannot be removed and then installed to a different engine indications. Changes in engine build standard may change the EPR trim.
unless it is programmed for that engine. Thus to prevent easy removal of the
DEP (and possible incorrect installation to a different engine) its lanyard is Engine Serial Number
locked in position with a HiLock fastener. You can find the DEP installed to the The engine serial number is stored in the DEP so that the aircraft can identify
related receptacle at the rear of the EEC. engine health data transmitted from the EEC.
The DEP is programmed with the data that follows:
Engine Intermix
EPR Trim
An engine intermix condition is when different standards of engine are operated
Engine Rating Selection on the same aircraft at the same rating. The DEP can contain data that will let
EGT Trim the intermix condition occur.
Engine Serial Number (ESN)
Engine Health Monitoring Disconnected
Engine Intermix (Optional) The engine health monitoring function is used to monitor the condition of the
Engine Health Monitoring Disconnected engine during its onwing life. The data stored in the DEP gives the EEC an
Engine Build Standard indication when this function is disconnected. This is necessary to prevent
Idle Trim BITE checks and subsequent failure indications from the EEC for items that
are not available.
NOTE: The data stored in the data entry plug can be identified by performing
an EEC configuration test through the MCDU. Engine Build Standard

The EEC operates in relation to the build (component) standard of the engine
EPR Trim on which it is installed. The data stored in the DEP gives the EEC the standard
The necessary EPR trim is calculated during the engine manufacturers type as a value.
test of the engine. It is used to make the EPR indications (at the cockpit) the
same for all engines of the same build standard. And changes the calibration of Idle Trim
the engine thrust to EPR relation. This relation can be different for each engine The EEC can trim the idle speeds for minimum and approach idle, as
because of the tolerances in the tail bearing housing which contains the P50 necessary, for the aircraft operation. The data stored in the DEP gives the EEC
rakes. The data stored in the DEP gives the EEC the level of trim that is the trim levels that are necessary for this function.
necessary for the engine.
FRA US/E-1 WiK Dez 30, 2005 07|7321 DEP|L3|B2 Page 176
DATA ENTRY PLUG RB211 TRENT 500
7321
DATA
ENTRY
PLUG
FSCM No
SERIAL No
TYPE No
INST NO
Label installed on DEP shows serial

number of the engine to which the
DEP can only be installed.
EEC
ROLLS-ROYCE PART NO
DATA ENTRY
PLUG
Figure 93 Data Entry Plug (DEP)

FRA US/E-1 WiK Dez 30, 2005 07|7321 DEP|L3|B2 Page 177
POWER SUPPLY RB211 TRENT 500
7321
DEDICATED ALTERNATOR
Purpose
The EEC dedicated alternator supplies threephase power for each EEC
Channel during engine operation at N3 speeds higher than approximately five
percent. One phase of each threephase power supply is used by the EEC to
find the N3 speed.
The Dedicated Alternator is installed to the forward face of the external
gearbox module.
Component Description
The alternator is the assembly of a rotor and a stator. The rotor is a cylinder
which contains a set of permanent magnets (below the surface). It is
assembled to the related output shaft on the gearbox module. The rotor is
aligned with the windings in the stator housing when the two parts are
3% N3 eec will get power from dedicated
assembled to the gearbox module. An electrical current is magnetically induced alternator
in these windings when the rotor is turned.
The stator is an outer cover which contains two electrical windings in a stator
housing. The stator is given protection with an external heatshield which is
permanently attached to the housing. Two electrical output cables come out of
the front face of the stator. Their routing is to the EEC where they connect to
their related EEC Channels.
When the engine HP shaft turns it causes the gears in the external gearbox
module to turn. This causes the alternator rotor to turn. An electrical alternating
current then flows through the stator windings and alternator output cables.
The frequency of these voltages is in proportion to the N3 shaft speed.
Dedicated Alternator Malfunction
If the alternator winding for the EEC channel in control becomes defective,
there will be an EEC channel change over provided the second winding is
healthy. If both alternator power supplies are lost, the FADEC will be supplied
by the aircraft network through the EIVMU.
Switching between the aircraft 115 VAC supplies and the dedicated generator important
power supplies is commanded automatically by the EEC through the EIVMU.
FRA US/E-1 WiK Dez 30, 2005 08|7321 ALTN|L3|B2 Page 178
POWER SUPPLY RB211 TRENT 500
7321
A
A
ELECTRICAL WINDINGS
STATOR
HOUSING
ROTOR
EXTERNAL
HEATSHIELD
Figure 94 EEC Dedicated Alternator

FRA US/E-1 WiK Dez 30, 2005 08|7321 ALTN|L3|B2 Page 179
POWER PLANT GENERAL A340500/600
PROPULSION SYSTEM RB211 TRENT 500
7100
P20/T20 PROBE
Purpose Probe Heater Control
The P20/T20 probe is installed inside the air intake cowl at 15 degrees to right The EEC automatically makes the selection of the P20/T20 probe heater
of top dead center when viewed from rear. The probe gives the engine elements to prevent ice on the probe air inlets. The probe heater is set to ON
airintake airflow conditions to the EEC. It measures: when the N1 is higher than 10 percent and the aircraft is on ground, or when
Total air pressure (P20) N1 is higher than 10 percent and N3 is higher than 45 percent. The probe
heater is to OFF when N1 is less than 10 percent, or the aircraft is on the
Total air temperature (T20)
ground and N3 is less than 45 percent.
The probe supplies P20 pneumatically and T20 electrically to the EEC. The
P20 air pressure is a non flowing system. The signals are used by the EEC NOTE: A malfunction of the P20/T20 probe heating system will lead to
with the aircraft air data parameters to calculate the engine ratings and for engine operation in reversionary control mode.
compressor airflow control. NOTE: A probe heater test can be performed through the MCDU Engine
Tests Menu.
Probe Construction
The circular inlet is for the P20 air input. The rectangular inlet is for the input to
the internal temperature sensors. Around these inlets, below the surface, are
electrical heater elements. The elements are operated with 115V AC aircraft
electrical power. The EEC operates the elements to keep the air inlets clear of
ice in low temperatures.
The internal T20 total temperature sensors are two isolated platinum resistance
thermometer elements. The output signal from each element is directly related
to their resistance value. A change in the air temperature around the elements
will change the resistance and thus their output signals.
The air and electrical connections to the probe are below the related access
panel in the air intake cowl.
A rigid tube is connected to the probe air connector. This tube supplies air
directly to the EEC pressure module where it is measured.
FRA US/E-1 WiK Dez 30, 2005 09|7321 P20/T20|L3|B2 Page 180
PROPULSION SYSTEM RB211 TRENT 500
7100
A
ELECTRICAL
CONNECTORS
AIR
CONNECTION
B
T20 AIR OUTLET

AIR OUTLET
(FOR AIR WITH P20 AIR INLET
UNWANTED
MATERIAL)
Figure 95 P20/T20 Probe

FRA US/E-1 WiK Dez 30, 2005 09|7321 P20/T20|L3|B2 Page 181
FADEC A340500/600
7321
SOFTWARE UPLOAD
General
The purpose of the Software Upload function is to enable new versions of
software stored on a 3.5 inch diskette to be installed into the EECS without
removing the EECS from the engine.
The operation can be performed
either from the cockpit using the Multi Disk Drive Unit (MDDU), detailed
described in AMM TASK 732100610801
or under the engine cowl directly onto the EEC pylon connector using a
Portable Data Loader (PDL).
The software upload status is accessed via the MCDU in the cockpit.
This function can be found in the Main Menu under the heading Specific Data.
Multi Disk Drive Unit (MDDU)
The MDDU is used to upload or download data to or from a disk unit.
Data Loading Selector (DLS)
The DLS is located on the cockpit overhead panel and is used to select the
target computer.
Data Loading Routing Box (DLRB)
The DLRB is used to route the input/output data between the disk unit and the
target computer.
FRA US/E-1 WiK Dez 30, 2005 10|7321 MP Upl|L3|B2 Page 182
FADEC A340500/600
7321
MULTIPURPOSE DISK DRIVE UNIT (MDDU)
3.5 DISK
EECS
DATA LOADING
ROUTING BOX
(DLRB)
GROUND STATION PC
DATA LOADING SELECTOR

Figure 96 Software Upload
FRA US/E-1 WiK Dez 30, 2005 10|7321 MP Upl|L3|B2 Page 183
ENGINE INDICATING A340500/600
7700
ATA 77 INDICATION
7700 INDICATION GENERAL
INTRODUCTION
The engine indicating system includes sensors that measure the condition and
the output of the engine. This data is supplied to the FADEC and is used to
control the engine and send indications to the cockpit on the two center
Electronic Centralized Aircraft Monitoring (ECAM) display units.
FRA US/E-1 WiK Jan 30, 2006 01|7700 Gen|L1|B2 Page 184
7700
ENGINE AND WARNING ENGINE SYSTEM

DISPLAY (E/WD) DISPLAY (SD)

!

#

#
#
#

# # # #

%&

$ #

! !
" !

H %

Figure 97 Engine Indicating Presentation

7700
DESCRIPTION
Engine and Warning Display
The Engine and Warning Display (E/WD), which is normally presented on the The engine primary parameters on the E/WD are shown as follows:
upper ECAM screen, can be transferred to the lower ECAM screen or to either
of the two Navigation Display (ND) screen by manual switching. 1 Engine Pressure Ratio (EPR)
In the event of an upper ECAM screen failure the E/WD will be automatically
transferred to the lower ECAM screen. 2 N1 speed
The engine and warning display is divided into three areas that are from top to
bottom: 3 Exhaust Gas Temperature (EGT)
Engine Primary Parameter Area
Fuel on Board - Slats and Flaps Area 4 N3 speed
Warning and Memo Messages Area
5 Fuel Flow (FF)
6 Limit mode selection
7 Rating Limit
8 FLEX Temp
9 Thrust Reverser Position
10 Avail Indication
11 Idle Indication
12 Alpha floor
13 Pack / NAI / WAI
FRA US/E-1 WiK Jan 30, 2006 02|7700 Descr|L2|B2 Page 186
7700
6 7 8
12

!

'

!

%%

13

1 ! 9

#
2
10
3

#
#
#
4
11
# # # #
5
%&
$ #
! !
" !
Figure 98 Engine and Warning Display (E/WD)

7700
Engine System Display
The Engine System Display screen displays the engine secondary parameters The shows the engine secondary parameters are shown as follows:
and various Aircraft system parameters.
The lower screen also provides 1 N2 Speed
system pages, (aircraft and engine system synoptic diagrams and data,
circuit breaker status) 2 Fuel Used
text pages (Aircraft status and maintenance messages).
The engine system parameters will be displayed when the engine system page 3 Fuel Filter Clogging
is called up either automatically or manually.
4 Oil Quantity
5 Oil Pressure
6 Oil Filter Clogging
7 Oil Temperature
8 Vibration of N1, N2 and N3 Shaft
9 Nacelle Temperature
10 Starter Air Valve Position
11 Ignition System Selection

12 Starter Inlet Air Pressure
7700
1 2 5 6 3 4

# #

7

# #

8

11


H % H %

10
9 12
Figure 99 Engine System Display (SD)

SHAFT SPEED INDICATING RB211 TRENT 500
7711
7711 SHAFT SPEED INDICATING

DESCRIPTION
Introduction Rotor Operation Speed Limits
There are three primary rotating assemblies in the engine. The Low Pressure Maximum N1 is 92.5% rpm
(LP), the Intermediate Pressure (IP) and the High Pressure (HP) rotors. These Maximum N2 is 99.4% rpm
rotors all turn independently of each other, thus their turn speeds are measured
Maximum N3 is 97.4% rpm
independently. The turn speeds are shown as a percentage equivalent (N1, N2
and N3 rotor speeds) on the cockpit ECAM displays.
Component Location
The EEC dedicated alternator (4044KS) is installed on the forward face of the
external gearbox.
The three N1 (LP) speed probes (4087KS) are installed in the engine front
bearing housing. Their related phonic wheel is installed to the rear of the roller
bearing inner race.
The three N2 (IP) speed probes (4089KS) are also installed in the front bearing
housing. Their related phonic wheel is installed on the IP compressor front
stubshaft.
N1 & N2 shaft speeds are measured using probes that interact with phonic
wheels. The output from the speed probes is sent to the Overspeed Protection
System (OPS), Channel A and Channel B in the EECS. The OPS uses two of
these signals from each shaft for the overspeed logic. The EECS also uses the
signals from the OPS to produce the speed signals for control and indication.
N3 speed is supplied by the dedicated alternator, which sends a 3phase AC
output to the Power Convertor in each channel of the EECS. The EECS gets
the N3 from the frequency of one phase of each 3phase output. The EECS
sends digital N1, N2, and N3 signals to the Aircraft for indication. In the unlikely
event of total loss of speed signals, the EECS generates a synthesized N1 and
N2 to support cockpit indication and N3 to maintain transient control.
FRA US/E-1 WiK Feb 28, 2006 03|7711 Speed|L2|B2 Page 190
SHAFT SPEED INDICATING RB211 TRENT 500
7711
IPC FIXED INLET

GUIDE VANES
DEDICATED
ALTERNATOR
TRIM IP SHAFT
BALANCE PHONIC WHEEL
PROBE
IP SPEED
PROBES
LP SHAFT
PHONIC WHEEL
LP SPEED
PROBES
EXTERNAL
GEARBOX
MODULE
Figure 100 Shaft Speed Component Location

FRA US/E-1 WiK Feb 28, 2006 03|7711 Speed|L2|B2 Page 191
EPR INDICATING RB211 TRENT 500
7713
7713 ENGINE PRESSURE RATIO (EPR)

DESCRIPTION
General Operation
Engine thrust can only be accurately measured in a test cell. Thus, when the The EEC receives the P20 and the P50 inputs from the probes in the intake
engine is installed in an aircraft, some other system of power measurement and the rear bearing housing vanes and changes them into digital signals. It
that is equivalent to thrust, must be used. calculates the ratio between these two signals (P50 divided by P20) and uses
The power measuring device used on the Trent 500 engine is the Engine this ratio for control of the engine. The EEC also sends this signal to the
Pressure Ratio (EPR). The EPR is the ratio between the engine intake cockpit for EPR indication on the E/WD.
pressure (P20) and the LP turbine outlet pressure (P50). Thus, EPR is directly
related to engine thrust and is, consequently, used as the parameter for its
control. The EPR system senses P20 and P50 and calculates the ratio
between them. It uses this ratio in the EEC for engine control and in the cockpit
for indication.
Component Location
The intake pressure (P20) is sensed by the P20/T20 probe and transmitted to
the pressure module of the EEC. The P20/T20 probe is installed on the inner
surface of the air intake cowl, near to the top.
The turbine outlet pressure (P50) is sensed at the LP turbine bearing support
vanes. P50 is also transmitted to the pressure module of the EEC.
The P50 sensor and manifold has five probes which measure the pressure of
the gas stream at the turbine outlet. The probes are installed in the rear
bearing housing support vanes at the 3, 5, 7, 9 and 11 positions (numbered
clockwise when seen from the rear of the engine).
The pressure is applied through holes in each of the probes. Each probe is
connected to a manifold which is installed on the outer surface of the exhaust
case. The manifold is connected to the EEC by a tube.
The P20/T20 probe has an aerodynamic shape and has a hole in its leading
edge which lets in the intake air pressure (P20). This pressure is transmitted
directly to the EEC through a tube.
NOTE: The internal T20 total temperature sensors are two isolated platinum
resistancethermometer elements supplying compressor inlet
temperature signals to each EEC channel.
FRA US/E-1 WiK Feb 28, 2006 04|7713 EPR|L2|B2 Page 192
7713
P20 TUBE
P20 P50

EPR

T20
LANE A
T20 LANE B
PRESSURE
MODULE
EEC

P50 TUBE

12
1

11

3
T20 TOTAL PRESSURE
TEMPERATURE
10 INLETS

SENSOR 4

PLATINUM OUTLET
9
ELEMENTS
P20 AIR INLET
OUTLET 8
5

T20 AIR INLET 7
6

OUTLET
P20/T20 PROBE
LP TURBINE BEARING
SUPPORT VANES
Figure 101 Engine Pressure Ratio (EPR) System

7713
EPR INDICATION
A Actual EPR F BUMP indication
The EPR needle and EPR digital indication are in green B is displayed in green each time the pilot selects the bump function for
takeoff
B EPR Command (EPR trend)
The green needle corresponds to the EPR requested by the FADEC. In
G EPR gray sector
addition, next to the EPR trend needle, a green triangle indicates the The gray sector delimits the usable EPR range. Its limits are Idle EPR
direction of EPR tendency. These symbols are displayed when A/THR is and TOGA EPR.
active Actual EPR can only be inside the gray sector. The gray sector is
displayed, if:
C Transient EPR The engine is at, or above, idle for more than one second
Symbolizes the difference between the EPR command and the actual The engine is not failed
EPR. It is only displayed when A/THR is active The engine is not in N1 mode
There is no REV message, and the engine is not in reverse mode
D EPR TLA (blue circle)
EPR corresponding to the thrust lever position (predicted EPR)
E EPR MAX
The EPR MAX amber index is the EPR limit value corresponding to the
full forward position of the thrust levers
7713
C D B E F

A
Figure 102 EPR Indication

7713
EPR TRIMMING
Purpose
During the passoff test of an engine, it is operated at a set thrust. But, the
EPR indications of different engines, that are operated at the same thrust, will
be different. This is because of the manufacturing tolerances of the rear
bearing housing.
Description
The necessary EPR trim is calculated during the engine manufacturers type
test of the engine. It is used to make the EPR indications (at the cockpit) the
&
same for all engines of the same build standard. And changes the calibration of
!
the engine thrust to EPR relation. This relation can be different for each engine
because of the tolerances in the tail bearing housing (which contains the P50 !% #%
rakes). The data stored in the DEP gives the EEC the level of trim that is
!
necessary for the engine.
!("
The data entry plug is used to put one of 32 different trims in to the EEC. This
index is used for the selection of one EPR trim value from a lookup table in "
the EEC. The trim code is recorded on the Engine Information Plate on the rear %& ! !(
%
bearing housing. This code is also recorded on the Main Engine Data Plate. %& !( %
The Main Engine Data Plate is installed on the left side of the rear fan case. !( ) *
The Engine Information Plate is installed near the tail bearing housing location #

on the left hand side of the engine.
##
Values on the Data Plate
The LOW EPR TRIM is the point at which the derated and Flexible Take Off !! !
EPR thrusts are trimmed and the HIGH EPR TRIM point is where the normal
day EPR thrusts are trimmed.
NOTE: It is possible to read out the current EPRTtrim Data stored in the DEP
via the MCDU Specific Data/EEC Configuration Menu.
Figure 103 EEC Configuration Page
FRA US/E-1 WiK Feb 28, 2006 06|7713 Trim|L3|B2 Page 196
7713
MAIN ENGINE DATA PLATES

ROLLS
ROYCE
Rolls-Royce
RB211 TRENT !-!+ ./0 ROLLS
ROYCE
( , (!
! , ! # (
ROLLSROYCE
RB211 TRENT 07 MODULE
ENGLAND
+ ! , + ! , (( (+
RB211TRENT
SER VG0119
MFR K0680

PNR TRENT 55661 FW20722

ENGINE HARDWARE CONFIG.
1 13
ENGINE
EPR No.
RB 211 TRENT
&! ! !( 10
! &! ! 2

1 1 #

#
1

##

ENGINE INFORMATION PLATE
(TAIL BEARING HOUSING L/H)

! (! ! (!
! #
13 10
Figure 104 EPR Trimming

EXHAUST GAS TEMPERATURE RB211 TRENT 500
INDICATING 7721
7721 EGT INDICATING

DESCRIPTION
Introduction
The Exhaust Gas Temperature (EGT) is the temperature of the gas stream at
the inlet to the Low Pressure (LP) turbine. The EGT indicating system
measures this temperature by means of thermocouples and gives an indication
of it in the cockpit.
System Layout
The EGT indicating system has 17 dual thermocouple assemblies which are
installed in 17 of the LP turbine stage 1 nozzle guide vanes (LP1 NGV). It also
has two harnesses, one of Nickel Aluminium (Alumel) and one of Nickel
Chromium (Chromel), that connect the thermocouples in parallel. The Alumel
and Chromel harnesses are in turn connected to the EEC.
The thermocouples each make an electrical signal that is in proportion to the
temperature sensed by the thermocouple. The harnesses transmit these
signals to the EEC. The electrical signal received from the thermocouples by
the EEC is changed into a digital signal and sent to the cockpit for use on the
display panel.
Control and Indicating

Because the 17 thermocouple probes are connected in parallel, the signal
received by the EEC is the average of the outputs from all of the
thermocouples. The received signal is trimmed by the EEC from data in the
Data Entry Plug (DEP), changed to a digital form and transmitted to the
aircraft. Here it is used for Engine Condition Monitoring (ECM) and for cockpit
indication.
FRA US/E-1 WiK Feb 28, 2006 07|7721 EGT|L2|B2 Page 198
INDICATING 7721
UPPER ECAM SCREEN (EWD)
INDICATION SIGNAL
ELECTRICAL SIGNAL
CHROMEL
395 (WHITE)
HARNESSES
ALUMEL
(GREEN)
HARNESSES
EEC
CH-A CH-B
HP/IP TURBINE
CASE
THERMOCOUPLE
PROBE
NICKEL CHROMIUM
LP1 NGV
NICKEL ALUMINIUM
Figure 105 EGT Indicating System

INDICATING 7721
EGT INDICATION
A Actual EGT
Normally green. It becomes amber above:
700 C during the ground start sequence, or
850C (except at takeoff)
It becomes red
During takeoff, if EGT exceeds 920C, or 900C during 20 seconds
If EGT exceeds 900C in all other cases
B EGT Max (amber)

It is 700C at engine ground start, then 850C. It is available when either
takeoff thrust is applied, or alpha floor is active, or reversers are selected.
C Max permissible EGT

The EGT Redline is at 900C. A red arc is displayed above 900C to the end of
the scale.
D EGT Exceedance
If the EGT red line is exceeded, a red mark appears at the max value
achieved. It will disappear after a new start on ground.
NOTE: It is possible to read out the EGT Exceedance temperatures and
duration times through MCDU Specific Data/EGT Exceedance Page.
INDICATING 7721
EGT EXCEEDANCE PAGE
EGT INDICATION
& %
"

B
( (

# #

# #

C # #
# #
A
D
# #
395 #
% $2-

!! !
Figure 106 EGT Indication

INDICATING 7721
EGT TRIMMING
NOTE: Exhaust Gas Temperature (EGT) is also designated as
Turbine Gas Temperature (TGT).
Purpose
The EGT trim factors the actual EGT to a lower value for display in the cockpit.
The EGT trim is calculated from data obtained during the engine manufacturers
type test to align approved EGT levels with the cockpit indications.
NOTE: Changes in the Engine Buit Standard may change the EPR trim.
&
Description !
On the Main Engine Data Plate below three specific trim points dependend on
manufacturers type tests and approved EGT levels are as follows: !% #%
!
Actual TGT 1 1196 K 923 C
!("
Down Trim 77 K
"
Indicated TGT 1119 K 846 C %& ! !(
%
%& !( %
Actual TGT 2 1275 K 1002 C !( ) *
Down Trim 99 K #

Indicated TGT 1176 K 903 C ##
Actual TGT 3 1280 K 1007 C !! !

Down Trim 85 K
Indicated TGT 1195 K 922 C
NOTE: It is possible to read out the current TGT trim data stored in the DEP
via the MCDU Specific Data/EEC Configuration Menu.
Figure 107 EEC Configuration Page
INDICATING 7721
ROLLS
ROYCE
Rolls-Royce
RB211 TRENT !-!+ ./0
( , (!
! , ! # (
RB211 TRENT 07 MODULE
+ ! , + ! , (( (+

SER VG0119
MFR K0680

&! ! !(

! &! !

1 1 #

1196 K TGT UNTRIMMED 1
1 77 K TGT TRIM 1
99 K TGT TRIM 2

85 K TGT TRIM 3
! (! ! (!

! #
13 10
Figure 108 TGT Trimming

TURBINE OVERHEAT DETECTION RB211 TRENT 500
7722
7722 TURBINE OVERHEAT DETECTION

DESCRIPTION
Purpose Operation
The turbine overheat detection system is a warning system. It monitors the If the temperature is more than the overheat limit, the EECS sends a warning
temperature of the HP3 cooling air at the front and rear side of the IP turbine message
disk, and the IP8 cooling air at the rear side of the seal panel. If the engine ENG (X) TURBINE OVHT to the E/WD and the flight crew must shut down the
internal cooling air system becomes defective, the IP turbine can become too engine immediately. The EECS will send a signal to the Aircraft when:
hot and damage to the turbine may occur. Both elements in the same overheat detector assembly indicate the
The turbine overheat detection system triggers a warning in the cockpit, if the overheat limit
front or rear temperature of the IP turbine rises above the specified limit. One element indicates the overheat limit and the other element in the same
overheat detector assembly has a fault.
Component Location
Two overheat detector assemblies are located on the IP turbine case at NOTE: If one element in the front detector assembly and one element in the
approximately the 6 oclock position. The front assembly fits through the inside aft detector assembly sense an overheat, the EECs will not send a
of one of the IP nozzle guide vanes. The rear assembly fits through the inside warning to the cockpit.
of one of the LP1 nozzle guide vanes. There are two alert levels based on time:
Front Thermocouple
Description
60 sec 677C
Each overheat detector assembly contains two thermocouple elements that
operate independent of each other. The two elements are contained in one 5 sec 802C
tube to form one assembly. One thermocouple element sends a signal to Rear Thermocouple
EECS channel A, the other one sends a signal to channel B. 60 sec 662C
5 sec 802C
Indication
The actual temperature and thus the function of each detector assembly can
be obtained through the MCDU Alpha Call Up page by requesting:

TCAF for the front detector assembly
TCAR for the rear detector assembly
Fault Detection
The EEC monitors the thermocouple circuits for fault detection. Any faults are
transmitted to the Centralized Maintenance System (CMS).
FRA US/E-1 WiK Feb 28, 2006 10|7722 TOVHT|L3|B2 Page 204
TURBINE OVERHEAT DETECTION RB211 TRENT 500
7722
ENG (X) TURBINE OVHT
AFT TURBINE
A OVHT DETECTOR
(TCAR)
E/WD

CMS
A EEC

CHANNEL A
OVHT DET
OVHT DET

AND AND
FWD TURBINE

OVHT DETECTOR

(TCAF) TURBINE OVHT
WARNING

TURBINE OVHT
WARNING
OVHT DET
OVHT DET

AND
CHANNEL B
AND


IP8 COOLING AIR
IP
NOZZLE
GUIDE
IP
TURBINE
LP1
NOZZLE
GUIDE

VANE VANE VANE

HP3 COOLING AIR
TCAF IP TCAR

TURBINE
IP NOZZLE DISC
GUIDE VANE

Figure 109 Turbine Overheat Detection System
FRA US/E-1 WiK Feb 28, 2006 10|7722 TOVHT|L3|B2 Page 205
VIBRATION INDICATING SYSTEM RB211 TRENT 500
7732
7732 VIBRATION INDICATING SYSTEM

DESCRIPTION
General
The engine vibration indicating system supplies cockpit indications of the state
of balance of the engine rotors during steady state operating conditions. This
information tells operators if the engine is, or will in a short time become,
defective. This helps them to schedule module replacement(s) to make the
best use of the aircraft. The system also lets operators do the LP (FAN) trim
balance procedure with the engine installed.
Component Location
The trim balance (once per rev) probe is installed in the engine front bearing
housing. The vibration transducer is installed on the right side of the engine
intermediate case. The Remote Charge Converter (RCC) is installed on the left
side of the fan case. The vibration leads connect the vibration transducer to the
RCC. The Engine Interface and Vibration Monitoring Unit (EIVMU) is installed
in the aircraft avionics compartment.
FRA US/E-1 WiK Feb 28, 2006 11|7732 VIB|L2|B2 Page 206
7732
A B
VIBRATION
LEADS
A B C
FAN
CASE
IMC
VIBRATION
FBH
TRANSDUCER
TRIM
BALANCE
PROBE
LP SHAFT
PHONIC
WHEEL VIBRATION
LEADS
TO EIVMU REMOTE CHARGE

CONVERTER
Figure 110 Vibration Indicating System Components

7732
Description
The engine vibration indicating system has a vibration transducer which makes
an electrical charge signal that is in proportion to the engine vibration that the
transducer senses. This signal is sent, along the vibration leads, to the RCC.
Here, the signal is changed to a voltage signal, amplified and sent to the
EIVMU.
The EIVMU uses vibration data for maintenance and monitoring purposes and
sends actual vibration data to the DMCs for indication on the Engine System
Display.
7732

DISPLAY MANAGEMENT
COMPUTER (DMC)

EIVMU

CENTRAL MAINTENANCE
COMPUTER (CMC)

EEC VIBRATION
TRANSDUCER
TRIM BALANCE
PROBE
RCC
CH A
CH B
Figure 111 Vibration Indicating System Presentation

7732
Engine Shaft Speed and Trim Balance Probe Operation
N1 and N2 shaft speeds are measured using probes that interact with phonic When the engine is operated, vibration causes the seismic mass in the
wheels, which are installed in the front bearing housing. transducer to apply pressure to the piezoelectric crystal stack elements. This,
The output from the N1 and N2 speed probe is sent to the Engine Electronic in turn, causes the elements to make charge signals which are in proportion to
Computer (EEC). the engine vibration frequency.
One of the phase windings in each three phase circuit of the dedicated The signals from the transducer elements go through the vibration leads to the
alternator provides the EEC with N3 shaft speed. RCC. Here, the signals are changed to voltage signals, amplified and sent to
the EIVMU. The EIVMU uses the received signals from the transducer to
The trim balance probe is installed in the engine front bearing housing. It sends
calculate the vibration levels. It then sends signals of these calculated values to
a onceperrevolution signal for the LP shaft to the EIVMU. The trim balance
the cockpit. The EIVMU also uses the onceperrev signal from the trim
probe is identical to the N1 speed probes.
balance probe to calculate the vibration phase angle. This is used during the
Vibration Transducer and Vibration Leads LP (FAN) trim balance procedure.
The vibration transducer is a dual output accelerometer installed on the engine Recommended Vibration Limits
intermediate case. It contains two piezoelectric crystal stack elements, each
Maximum Values:
with a mechanical load of an electrically insulated seismic mass. Each element
is connected to an electrical lead, which in turn is connected to the RCC. LP Band 3.3 Units (1.00 in./second peak velocity)
The two lownoise vibration leads are electrical cables that transmit the IP Band 2.7 Units (0.80 in./second peak velocity)
vibration signals to the RCC. HP Band 4.0 Units (1.20 in./second peak velocity)
Remote Charge Converter (RCC)

The RCC is an electronic unit installed on the left side of the fan case. It
receives the charge signals from the transducer, changes them to voltage
signals, amplifies them and sends them to the EIVMU.
Engine Interface and Vibration Monitoring Unit (EIVMU)
The Engine Interface and Vibration Monitoring Unit (EIVMU) is installed in the
aircraft avionics compartment. The EIVMU uses vibration data sent by the
RCC for the N1, N2, and N3 rotor vibration level determination and broadband
calculation as Inch Per Second (IPS) data.
The N1, N2, and N3 rotor vibration levels are sent for vibration indication to the
engine system page and used during maintenance procedures through the
MCDU via the central maintenance computer (CMC).
7732

PROPULSION SYSTEM AIRCRAFT

EEC

CHAN A

EIVMU
ENGINE
N2

82.5 82.5 % 82.5 82.5
F. USED
250 250 KG 250 250

CHAN B 15. 5 15. 5
OIL
QT 15. 5 15. 5
( ( %

& !!! 92 92 PSI 92 92
!!!
115 115 115 115
0. 6 0. 6 VIB N1 0. 6 0. 6
RCC
0. 6 0. 6 VIB N2 0. 6 0. 6

A M 1. 1 1. 1 VIB N3 1. 1 1. 1
M O
CMC
NAC
F

P D C
I L U
0 350

I L
T
T AT +29 C GW 240000 KG
F A SA T +29 C 17 H 05 GWCG 28.2 %

E I
ISA +5 C

R T
E O
R R
MCDU ENGINE SD
A B
DUAL VIBRATION 0.6 0.6 VIB N1 0.6 0.6

TRANSDUCER 0.6 0.6 VIB N2 0.6 0.6
N1 TRIM 1.1 1.1 VIB N3 1.1 1.1
PROBE
A
SPARE
B TRIM BALANCE
PROBE
IP SHAFT
N1 N2 LP SHAFT
SPEED PROBES SPEED PROBES
LP SHAFT
PHONIC WHEEL IP SHAFT
PHONIC WHEEL
N3
DEDICATED FRONT BEARING HOUSING
ALTERNATOR
Figure 112 Vibration Indicating System Schematic

7732
3
MCDU
STEP 1 MENU STEP 2 STEP 3
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Figure 113 EIVMU CMS Menu

7732
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Figure 114 EIVMU Fan Unbalance Menu

7732
STEP 1
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Figure 115 EIVMU Max Flight Vibration & Frequency Analysis

7732
STEP 1
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Figure 116 EIVMU Discrete Inputs and Outputs

ADJUSTMENT/TEST RB211 TRENT 500
7100
710000 FAN TRIM BALANCE (ONE SHOT METHOD)
ACTION RESULT
1. Push the line key adjacent to the VIBRATION indication. The ENG:VIBRATIONS page comes into view.
2. Push the line key adjacent to the EIVMU 1(2, 3, 4) indication. The EIVMU 1 (2, 3, 4) page comes into view.
3. Push the line key adjacent to the SPECIFIC DATA indication. The EIVMU 1 (2, 3, 4) SPECIFIC DATA page comes into view.
4. Push the line key adjacent to the FAN UNBALANCE indication. The EIVMU 1 (2, 3, 4) FAN UNBALANCE page comes into view.
5. Push the line key adjacent to the TRIM BALANCE indication. The EIVMU 1 (2, 3, 4) TRIM BALANCE page comes into view.
6. ush the line key adjacent to the ONE SHOT TRIM BALANCE indication. The EIVMU 1 (2, 3, 4) CURRENT VIB DATA INPUT page comes into view.
7. Regarding to the data that you use to do the trim balance, push the line
key adjacent to the FLIGHT DATA or GROUND DATA or MANUAL INPUT
indication.
8. Push the line key adjacent to the CONT indication. The EIVMU 1 (2, 3, 4) ONE SHOT TRIM BAL INFLUENCE COEFF SELECT
menu comes into view.
9. Regarding to the coefficient that you use to do the trim balance, push the
line key adjacent to the FLIGHT GENERIC or FLIGHT SPECIFIC
indication.
A. If you use FLIGHT GENERIC coefficient. The EIVMU 1 (2, 3, 4) CURRENT INSTALLED WEIGHTS menu comes into
view. Compare the data shown on the MCDU with the data collected in
step D. for all of the 18 screws. If it is necessary to change the configuration,
push the line key adjacent to the screw to change. Then, in the proposed list
push the line key adjacent to correct P/N of screw.
B. If you use FLIGHT SPECIFIC coefficient. The EIVMU 1 (2, 3, 4) FLIGHT SPECIFIC COEFF menu comes into view. If
specific coefficient is used.
(1) On the last page of EIVMU 1 (2, 3, 4) FLIGHT SPECIFIC COEFF The EIVMU 1 (2, 3, 4) CURRENT INSTALLED WEIGHTS menu comes into
menu, push the line key adjacent to the CONT indication. view. Compare the data shown on the MCDU with the data collected in
step D. for all of the 18 screws. If it is necessary to change the configuration,
push the line key adjacent to the screw to change. Then, in the proposed list
push the line key adjacent to correct P/N of screw.
10.On the last page of the EIVMU 1 (2, 3, 4) CURRENT INSTALLED The EIVMU 1 (2, 3, 4) SCREWS TO CHANGE menu comes into view. This
WEIGHTS menu, push the line key adjacent to the CONT indication. menu shows only the screws you must change. Do a print of this page and if
there is more than one page, on the MCDU keyboard, push the down arrow
key and do a print of each page. If you want to keep this new configuration
push the line key adjacent to the CONFIG UPDATE indication.
FRA US/E WiK AUG 2005 13|7100 OSTB|L3 Page 216

7100
STEP 1 STEP 2 STEP 3
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Figure 117 EIVMU One Shot Trim Balance (Sheet 1/4)

7100
Procedure
Energize the aircraft electrical circuits. TIMING PIN
Remove the air intake fairing.
Record the weight installed and their position on the flange of the nose
cone.
NOTE: The balance weight locations are numbered counterclockwise,
when you look at the engine from the front, starting from the
Timing Pin.
Install balance weight where necessary
On the nose cone flange, at position given by the EIVMU, replace the
screws and balance weight.
NOTE: Balance weights must not be installed at any of the nose cone
fairing bracket locations. The calculated final correction is only
to be installed to the screws below the fairing.
Install the air intake fairing.
VIEW SHOWS NOSE CONE BRACKET POSITIONS FROM

THE FRONT OF THE ENGINE LOOKING REARWARD.
Figure 118 Timing Pin

7100
IF FLIGHT GENERIC COEFF IS USED
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)* )%*
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Figure 119 EIVMU OS-TB with Flight Data

7100
IF FLIGHT SPECIFIC COEFF IS USED
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Figure 120 EIVMU OS-TB with Ground Data

7100
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Figure 121 EIVMU OS-TB with Manual Input Data

ENGINE CONDITION MONITORING RB211 TRENT 500
7733
7733 ENGINE CONDITION MONITORING

General P160 Pressure Tapping
The Engine Condition Monitoring (ECM) system measures the temperatures at Located in the Upper Bifurcation Fairing there are pressure tappings for the fan
the outlets of the IP compressor (T25) and the outlet of the HP compressor exit pressure P160. It is supplied to the EEC pressure module for monitoring
(T30). It uses these temperatures to monitor the general condition of the the efficiency of the LP Compressor Rotor (Fan).
engine.
Component Location
The T25 thermocouple is installed through the right side of the intermediate UPPER BIFURCATION FAIRING
case into the No.4 IP compressor outlet guide vane (numbered clockwise when
seen from the rear of the engine). A
The T30 thermocouples are installed into two of the combustor borescope
access ports, one on each side of the engine. A TUBE
ASSEMBLY
The IP compressor exit (T25) thermocouple is installed on the right side of the
intermediate case, in the No.4 vane.
The HP compressor exit (T30) thermocouples (2 off) are installed in two of the
combustor borescope access ports, one on each side of the engine.
T25 Thermocouple
The IP compressor exit thermocouple is used only in engine performance
analysis computer programs for engine condition monitoring. It has one
element only, which supplies an input signal to channel A of the EEC. The
subsequently calculated temperature is also available to channel B.
T30 Thermocouple
The HP compressor exit thermocouples measure T30. T30 is used by the
same computer programs for engine condition monitoring. It is also used to PITOT
sense rain/hail ingestion. RAKE

Each of the two T30 thermocouples has one element. The two separate signals
thus given, are supplied to each channel of the EEC. In normal operation the
EEC calculates, and uses, the average of the two signals. If one thermocouple
becomes defective, the EEC will use the signal from the other one.
Indication
T25 and T30 temperature can be obtained via Alpha Call Up.
FRA US/E-1 WiK Feb 28, 2006 14|7733 ECM|L3|B2 Page 222
ENGINE CONDITION MONITORING RB211 TRENT 500
7733
B
A
A B
T30 THERMOCOUPLE L/H
(2EA, same on R/H side)
T25 THERMOCOUPLE
Figure 122 ECM Components

FRA US/E-1 WiK Feb 28, 2006 14|7733 ECM|L3|B2 Page 223
ENGINE CONTROLS A340500/600
POWER CONTROL RB211 TRENT 500
7610
ATA 76 ENGINE CONTROLS

7610 POWER CONTROL
GENERAL
Introduction
The engine thrust is controlled under the management of the Engine Electronic
Controller (EEC).
The engine thrust can be set:
manually from the throttle control lever
automatically from the Auto Flight System.
The engine thrust parameters are displayed on the Engine and Warning
Display (E/WD).
FRA US/E-1 WiK Feb 15, 2006 01|7610 PWR|L1|B2 Page 224
7610

FCU ENGINE

N2
82.5 82.5 % 82.5 82.5
F. USED
250 250 KG 250 250

OIL
15.5 15.5 QT 15.5 15.5
AP1 AP2
MANUAL

92 92 PSI 92 92
115 115 115 115

THRUST
C

AUTOMATIC
0.6 0.6 VIB N1 0.6 0.6
SETTING
0.6 0.6 VIB N2 0.6 0.6
1.1 1.1 VIB N3 1.1 1.1
A/THR THRUST

NAC
C
SETTING 0 350

TAT +29 C GW 240000 KG
THROTTLE LEVERS SAT

ISA
+29
+5
C
C
17 H 05 GWCG 28.2 %
EEC
ELECTRONIC
ENGINE

CONTROLLER

SENSORS
FUEL

CONTROLS

SYSTEM

IGNITION AND STARTING FADEC:
SENSORS OTHER

COOLING Full
SUB Authority

AIRFLOW CONTROL
CONTROLS SYSTEMS Digital

THRUST REVERSER Engine
Control
Figure 123 Power Control System Presentation

FRA US/E-1 WiK Feb 15, 2006 01|7610 PWR|L1|B2 Page 225
7610
POWER CONTROL FUNCTIONAL OPERATION

Power Setting Philosophy the selection of a thrust limit mode and setting an EPR rating limit in
The engine thrust is the result of several cockpit settings. To meter the fuel autothrust mode
flow, according to its own laws, the EEC takes into account: The value of the EPR rating limit is a function of the throttle lever position.
the throttle control levers position When the lever is between 2 detents the thrust limit mode is defined by the
upper detent. The different thrust limit modes are:
the auto pilot commands (in the Auto Flight System AFS)
Climb (CL)
the MCDU takeoff data input by the flight crew
Flexible Takeoff or Maximum Continuous Thrust (FLX/MCT)
Engine Electronic Controller (EEC) Maximum TakeOff Go Around (TOGA).
According to the thrust demand, the Engine Electronic Controller (EEC) adjusts The outboard engine throttle levers are each one provided with an autothrust
the fuel flow through the engine fuel system. In manual mode, the EEC directly instinctive disconnect pushbutton. They can be used for the autothrust
receives the thrust demand from the throttle control levers. disengagement.
In Autothrust mode, the EEC receives the thrust demand from the Auto Flight
System (AFS) via the Engine Interface and Vibration Monitoring Unit (EIVMU). Automatic Thrust
The main thrust parameter is the Engine Pressure Ratio (EPR). The EPR is The automatic thrust is achieved by the Auto Flight System (AFS). The AFS
replaced by the N1 (LP rotor or fan speed) in reverse thrust or in backup mode. includes the Flight Management Guidance and Envelope Computers
(FMGECs), the Flight Control Unit (FCU) and, the MCDUs.
The EEC directly senses the actual EPR, it is the ratio: P50/P20. P20 is the
total pressure at the engine inlet and P50 is the total pressure at the core The FCU is fitted on to the glareshield panel and the MCDUs are fitted on to
engine outlet. the center pedestal. They are the interfaces between the crew and the
FMGECs. The FCU is equipped with an Auto Thrust Pushbutton to engage or
The actual EPR and N1 are displayed on the EWD ECAM. The throttle control
to disengage the autothrust. We also talk about arm instead of engage and
lever position is also used by the EEC to define the thrust limit mode and to
disconnect instead of disengage.
compute the EPR rating limit. The thrust limit mode and the EPR rating limit
are used by the AFS in Autothrust mode. They are also displayed on the EWD. The MCDU is used for setting the flight plan, a derated takeoff and a Flexible
Takeoff data entry.
Manual Thrust The primary functions of the AFS is the Autothrust and the Alpha floor
The 4 throttle control levers drive an artificial feel unit which provides for each protection. Alpha floor protection is to prevent an aircraft stall. It is
lever, a load feedback, mechanical stops and detents. The mechanical stops automatically activated when the Alpha floor condition is detected. In that case
set the range limits of the lever motion and each detent corresponds to a thrust the maximum engine thrust is automatically commanded regardless the throttle
limit mode. control lever position, with the Autothrust engaged or not. The Alpha Floor
Each throttle control lever drives, via the artificial feel unit, its own throttle detection is displayed on the EWD.
control unit. The throttle control unit is equipped with sensors that convert the In automatic mode, the FMGEC computes the target thrust, according to the
position of the throttle control lever in electrical signals. These signals are sent data inserted through the MCDU and the FCU. Then the FMGEC transmits the
to the corresponding EEC. The throttle control levers can only be moved computed target thrust to the EEC via the FCU and the EIVMU. The FMGEC
manually and they are used for: directly receives from the EEC the requested engine parameters to achieve the
direct control of the thrust in manual mode Autothrust computation. Once engaged, the Autothrust is active or not active,
depending on the selected thrust limit mode. The EPR rating limit is the
maximum value available for the Autothrust.
FRA US/E-1 WiK Feb 15, 2006 02|7610 PWR|L3 Page 226
7610
AUTO FLIGHT SYSTEM
ALPHA FLOOR DETECTION

FLIGHT MANAGEMENT GUIDANCE
and ENVELOPE COMPUTERS THRUST LIMIT ODE
EPR RATING LIMIT
FLIGHT CONTROL
UNIT
MCDUs
EPR DISPLAY N1 DISPLAY

AUTOTHRUST
INSTINCTIVE ENGINE INTERFACE and
DISCONNECT VIBRATION MONITORING UNIT
PUSHBUTTON
THROTTLE
CONTROL FUEL FLOW
DETENT LEVER COMMAND
EEC
ARTIFICIAL
FEEL P20 P50
UNIT EPR
N1
Engine
THROTTLE CONTROL Fuel
THROTTLE LEVER POSITION
CONTROL System
UNIT
Figure 124 Power Control Schematic

7610
THRUST MODES
General Air Data Selection
There are two EEC internal thrust laws available to meter the fuel flow and thus Thrust computation is mainly based on ADIRU air data, in order to ensure
the engine thrust. The Engine Pressure Ratio (EPR) law is the normal engine thrust symmetry.
operating mode to compute the thrust. The N1 law is activated as a back-up The EEC initially does a check that each engine or aircraft air data input (P20,
mode if the EPR mode fails. T20 and P0) is correct before it is included in the selection procedure.
The selection between EPR or N1 mode depends on the availability of air data Allowance is made for the effects of probe heater operation in relation to the
inputs to the EEC. Two main sources of air data are used by the FADEC for P20 and the T20 inputs. The selection procedure is then as follows:
rating computation: Engine Data and ADIRUs Data Condition 1: If the engine and ADIRU 1 parameters agree then the ADIRU 1
parameter will be used to calculate the engine ratings. If they do not agree but
ENGINE DATA ADIRU DATA the engine and ADIRU 2 parameters agree then the ADIRU 2 parameters will
PO Static Pressure Ps Static Pressure be used.
P20 Total Air Pressure Pt Total Pressure Condition 2: If the engine and aircraft parameters are at almost the same
values then the aircraft air data parameter will be used (as in condition 1).
T20 Total Air Temperature TAT Total Air Temperature
Condition 3: If the engine and aircraft parameters are at different values (but
their difference is satisfactory) then a value between these parameters will be
used.
Condition 4: If the engine and aircraft parameters are at different values (but
their difference is unsatisfactory) then the engine air data is used. In this
condition the EPR control (in forward thrust) will be continued in relation to the
engine P0 and T20 values. But the engine P20 value will have the effect that
follows:
if engine P20 is more than aircraft P20 the EEC will stay in EPR control
if engine P20 is less than aircraft P20 the EEC will change to N1
reversionary control (rated).
7610
EPR MODE N1 RATED MODE N1 UNRATED MODE
EPR N1 N1

92.5% N1 REDLINE
92.5%

N1 REDLINE

30%

30%

0
TRA
0 85.5
TRA
0 85.5
TRA
MULTIPLE SENSOR FAILURE

SINGLE SENSOR FAILURE
1. ENG P20 and ADIRs Pt not available
1. ENG P20 and/or P50 not available
2. ENG T20 and ADIRs TAT not available
2. ENG P20 lower than ADIRs Pt
3. ENG PO and ADIRs Ps not available
Figure 125 Reversionary Control

7610
EPR Mode Unrated N1 Mode
EPR mode is the normal mode to control the thrust. The required EPR is set by An automatic reversion to unrated N1 mode occurs, when:
controlling the fuel flow. The FADEC computes the command EPR as a Engine P20 and ADIRs 1 + 2 Pt are not available, or
function of:
Engine T20 and ADIRs 1 + 2 TAT are not available, or
Thrust Lever Angle (TLA)
Engine P0 and ADIRs 1 + 2 Ps are not available.
Altitude
In unrated N1 mode the EEC sets the forward idle throttle position equal to idle
Mach number N1 and the maximum takeoff throttle position equal to the N1 redline. It then
Air data (static pressure, total air pressure/temperature) calculates the thrust level for the other throttle positions on a linear N1/throttle
Service bleed. resolver angle relation. The N1 control signal is not corrected for P0, P20 and
T20.
NOTE: During reverse operation, the thrust is controlled as a function of N1.
On the Engine Warning Display the EPR indicator is replaced by an amber
N1 Mode General circle and EPR XX indication. The Thrust Limit Mode and the Rating Limit are
replaced by amber Crosses. The amber N1 limit bug is no more visible within
If no EPR is available (either sensed or computed), the affected FADEC will
the N1 indicator.
automatically revert to reversionary N1 schedule. Upon reversion to N1 mode,
a thrust equivalent to that achieved in EPR mode is provided, until a change in E/WD: ENG (X) EPR MODE FAULT (7730)
thrust lever position. Depending on the failure case leading to EPR mode loss, CMS MSG: N1 UNRATED REVERSION (710000)
the FADEC will revert to either Rated or Unrated N1 Mode. Auto Thrust control NOTE: On ground the flight crew has to shutdown the applicable engine.
disengages. However, it can be reengaged if no more than one engine is in In flight the crew is advised not to exceed the N1 limit.
unrated N1 mode. ALPHA FLOOR protection remains available if no more than
one engine is in unrated N1 mode. EPR Recovery Logic
With the FADEC in either rated or unrated N1 mode, switching off the ENG N1
Rated N1 Mode
MODE Pushbutton on the overhead panel will permit to return to the EPR
An automatic reversion to rated N1 mode occurs, when: mode, if the failure has disappeared.
Engine P20 and/or P50 are not available, or
Engine P20 is lower than ADIRs Pt
In rated reversionary control the EEC uses data in memory to change the
calculated EPR to an N1 equivalent. This equivalent is corrected for
atmospheric and Mach number effects. Where engine parameters are not
available, the aircraft P0, P20 and T20 are used to correct the N1 control value.
In Rated N1 Mode the EPR Indicator is replaced by an amber circle and an
amber EPR XX Indication. The Thrust Limit Mode will not change to N1
Reversion until all engines are manually set to N1 Mode with the Mode
Pushbuttons on the overhead panel.
E/WD: ENG (X) EPR MODE FAULT (7730)
CMC MSG: N1 RATED REVERSION (710000)
7610
THRUST LIMIT MODE

RATING LIMIT
ENG 2 EPR MODE FAULT (RATED N1)

! ! "" !

EPR - MODE
! (
- (
N1 MODE
ENG 1 EPR MODE FAULT (UNRATED N1)
THRUST LIMIT MODE ( "" ""
RATING LIMIT
! "" ! "" ! ! "" ! ""

(
! "" ! "" ! ! "" ! ""

! (

-&! !

- (!
ALL ENGINES MANUALLY SET TO N1 MODE
Figure 126 Thrust Modes

7610
Flexible Take Off and DeRated Take Off Thrust
If neither flexible take off or derated take off are used the TOGA position of
the throttles is required for take off.
NOTE: The flexible take off and the derated take off
are not allowed in N1 mode.
Flexible Take Off
In order to increase engine life and reliability, according to the Take Off Weight

and the runway characteristics, it is possible to enter through the MCDU a " '

Flexible Temperature to obtain a takeoff thrust reduction. !

This temperature is always higher than the Outside Air Temperature (OAT) and
higher than the engine flat rated temperature (30 Deg C). Positioning the
throttle levers in the FLX detent commands the Flexible Take Off Thrust. This
registered Flexible Temperature is displayed on the upper ECAM in blue.

DeRated Take Off
The Airbus A340500/600 is certified for eight preprogrammed derated take
Flexible Take Off
off ratings ranging from TOGA Thrust less 4% to TOGA Thrust less 40%.
MODE D04 D08 D12 D16 D20 D24 D32 D40

T/O THRUST 4% 8% 12% 16% 20% 24% 32% 40%
REDUCTION

A derated take off thrust is selected through the MCDU to comply with
!

operational conditions (mainly the runway length and the Maximum Take Off
Weight). The derated take off is obtained when the throttle levers are
positioned in the FLX detent. The derated percentage is displayed on the

ECAM in blue.

NOTE: Additional there are two different climb modes available (optional).
Derated Climb 1 or Derated Climb 2 (DCLB1/DCLB2) are possible

selections through the MCDU Performance page. De-rated Take Off (Less 20% T/O Thrust)
Figure 127 Take-Off Modes
7610
Thrust Bump (Optional)
Thrust bump equipment is a customers optionality and can be used to obtain
an additional thrust capability during takeoff.
Maximum thrust increase is obtained with the TLA at TOGA position. Thrust
improvement is about 4 % corresponding to an EPR increase of TBD. It is
activated by two guarded pushbuttons, placed on each extreme thrust lever. It
can be used with four engines and remains active in case of one engine failure.
The thrust bump is engaged when the following conditions are met :
Aircraft is on ground
Engines are running
One of the two thrust bump pushbuttons has been pressed
Disengagement occurs:
By reducing thrust levers at, or below, MCT
On ground, by pressing one of either bump pushbuttons, if the thrust levers
are not above MCT GUARDED
At engine shutdown. PUSHBUTTONS
The thrust bump becomes active when the thrust lever is set above the MCT
position and the following conditions are met:
nISA < 40
Aircraft altitude = 14500 ft
Mach number = 0.35
Deactivation occurs when at least one of the above conditions is not fulfilled.
NOTE: Thrust Bump is no longer available in case of go around or touch and
go. In case of EIVMU failure, after bump engagement, bump
condition is maintained in the FADEC. In case of acceleration stop
procedure, if bump has been selected before take off, it remains

engaged.
Figure 128 Thrust Bump Facility
7610
N1 ALLIGNMENT MODE
General
An annoying beating noise originating from the engines has been identified by
Rolls Royce as a consequence of N1 speed differences between inboard and
outboard engines.
In order to avoid such noise, a function has been developed that will
automatically align the engines to the same N1, when in autothrust mode.
FMGEC Activation Conditions

The N1 alignment function will be authorized by the FMGEC when the following
conditions are true:
ATHR is engaged
Mach No. >0.6
Autopilot ALT mode engaged
NOTE: The FMGEC will only authorize this function in cruise flight (not during
climb or descent flight phases).
EEC Activation Conditions

The EEC will activate the N1 alignment function when all the following
conditions are true:
Authorization by FMGEC
EEC is in EPR control mode
EEC in ATHR mode
Alpha floor protection is not active
7610
Alignment Function Description
The N1 alignment function shall be accomplished by the N1 command derived
from the EPR target sent by the FMGEC, which is the same value in the four
engines when using ADC data. The N1 command is limited:
N1 Rated Target High Limitation is set to Rated Max Climb Value
Rated Target Low Limitation is set to Idle Command
EEC/Aircraft Interface
When the alignment function is active, each FADEC will continue to output
EPR parameters used by FMGEC as in normal EPR mode. The outputs will EPR COMMAND
also be used by DMCs for displays in normal EPR mode.
The DMCs will display the EPR Trend and EPR command (ATHR active) when EPR TREND

the rate:
N1 actual - N1 command is more than 0.5%
The DMCs will not display the EPR Trend and EPR command when the rate:
1.3

ACTUAL EPR
N1 actual - N1 command is less than 0.2% 1. 0
NOTE: No specific indication will be displayed on the ECAM to advise this 1.5
behavior.

1.002
Figure 129 N1 Alignment Mode
THROTTLE CONTROL RB211 TRENT 500
7611
7611 THROTTLE CONTROL

DESCRIPTION
General Functional
The throttle control lever assembly, located on the center pedestal in the Movement of the flight deck Throttle Control Lever generates a command
cockpit includes a throttle control lever for the forward thrust and a thrust signal for the Electronic Engine Control (EEC) unit, which converts the signal to
reverser control lever for the reverse thrust. an EPR value or N1 value.
The throttle control lever position is provided to the EEC by means of electrical Each throttle lever is mechanically connected to two Throttle Resolvers inside
signals from the throttle control units which are mechanically linked to the the Throttle Control Units which convert Throttle Lever Angle (TLA) into a
throttle control levers. Throttle Resolver Angle (TRA) command signal. The resolvers are independent
but produce the same output signal. Each resolver is dedicated to one channel
Components of the EEC. The Throttle Control Lever moves a total arc path of approximately
The throttle control system consists of: 55 degrees.
two Throttle Control Levers for inboard engines
Forward Thrust
two Throttle Control Levers for outboard engines,
is selected by moving the lever through an arc > 4.5 degrees.
each having an Autothrust Instinctive Disconnect Pushbutton
Three detents are provided in the forward thrust range i.e.:
four Thrust Reverser Control Levers
Maximum Climb (CL) at 30 degrees TLA
one Interlock Assembly equipped with one solenoid and controlled by the
Maximum Continuous Thrust/Flexible (MCT) at 42 degrees TLA
outboard reverser levers
Maximum Take Off/Go Around (TOGA) at 55 degrees TLA
one Throttle Control Artificial Feel Unit
four Throttle Control Units Reverse Thrust
four Upper Mechanical Rods connecting the throttle control lever and the is selected by moving the reverse thrust lever through an arc of 96 degrees
Throttle Artificial Feel Unit Lifting the Reverse Thrust Lever allows the throttle to operate in the reverse
four Lower Mechanical Rods connecting the Throttle Artificial Feel Unit and thrust range. Maximum reverse power is achieved at RLA of 96 degrees.
the Throttle Control Units
FRA US/E-1 WiK Feb 15, 2006 03|7611 THR|L2 Page 236
7611
THROTTLE CONTROL SYSTEM
THROTTLE DETENTS
THRUST REVERSER
CONTROL LEVERS 1 5
2
AUTOTHRUST 3
THROTTLE CONTROL 4 0
INSTINCTIVE LEVERS
DISCONNECT 0
PUSHBUTTON
UPPER
MECHANICAL ROD
T/R INTERLOCK
SOLENOID
0 IDLE STOP
1 MAX CLIMB (CL)
2 MAX CONT/FLEX TAKE OFF/DERATED TAKE OFF
3 TAKE OFF/GO AROUND
LOWER 4 REVERSE IDLE
MECHANICAL ROD 5 MAX REVERSE STOP
THROTTLE
CONTROL UNIT
THROTTLE CONTROL
ARTIFICIAL FEEL UNIT
THROTTLE
THROTTLE CONTROL UNIT
CONTROL UNIT
CL(30) 0
FLX/MCT(42)
THROTTLE
TOGA(55)
CONTROL UNIT
THROTTLE LEVER ANGLE (TLA)
Figure 130 Throttle Control System

7611
Throttle Control Artificial Feel Unit
The throttle control artificial feel unit consists in a cam gear and a friction
system which provides an artificial effort feedback to the throttle control levers
and the reverser control levers.
The 4 upper mechanical rods connects the control levers to the cranks of the
artificial feel unit. Any movement of a crank, is transmitted through a rod to the
friction assembly which generates an artificial effort. The friction assembly
drives a cam gear which determines the different detents.
The effort to be applied on the control lever is adjusted by a:
Friction Adjustment Screw
Compression Screw
This screw pushes against a rocker which is in contact with the cam gear
through a roller.
Thrust Reverser Interlock Mechanism

To prevent reverse thrust asymmetry, an interlock mechanism actuated by a
solenoid, limits the thrust reverser levers of the outboard engines 1 & 4 at idle
position as long as both outboard engine reversers are not fully deployed. The
thrust reverser interlock solenoid, energized by Engine Interface and Vibration
Monitoring Units 1 & 4 (EIVMUs), acts on a lock. This lock limits the 2 outboard
thrust reverser control levers at reverse idle.
7611

THRUST THROTTLE
REVERSER CONTROL LEVER THRUST

CONTROL LEVER (TLA) REVERSER
(RLA) INTERLOCK
TLA/RLA

MECHANISM EIVMU 1

SOLENOID AND
THROTTLE
EIVMU 4

CONTROL
ARTIFICIAL
FEEL UNIT

THROTTLE CONTROL CRANK
ARTIFICIAL FEEL UNIT

THROTTLE CONTROL UNIT CASING

RESOLVER RESOLVER

A B

ROCKER ROD

EEC

CHANNEL CHANNEL

A B CAM GEAR

FRICTION
COMPRESSION ADJUSTABLE FRICTION ADJUSTMENT
SCREW ASSEMBLY SCREW
Figure 131 Throttle Control System

7611
Throttle Control Unit (TCU)
The Throttle Control Unit transforms a mechanical position into electrical signals
through 3 potentiometers and 2 resolvers. They are located in two separated
cases.
The Throttle Resolver Angle (TRA) is the result of the Thrust Lever Angle (TLA)
or Reverse Lever Angle (RLA). The TRA is sent to the EEC for power setting either
in direct or reverse thrust. Each EEC channel sends an excitation current to its
resolver and receives the TRA. The accuracy of the throttle control unit (error
between the input lever position and the resolver angle) is 0.5 TRA. The maximum
discrepancy between the signals generated by the two resolvers is 0.25 TRA. The
potentiometers are used for the third defense line of the thrust reverser.
7611
THROTTLE CONTROL UNIT
TLA/RLA/TRA
RELATIONSHIP 0
1(30)
TRA
2(44.2)
85.51
3(55)
66.50
POTENTIOMETER RESOLVER
(3 EA)
47.56
5(96)
51.50 96.00
2(51.5)
TLA RLA
-11.33
(34.3)
55 42 30
-38
0
Figure 132 Throttle Control Unit

ENGINE MASTER CONTROL RB211 TRENT 500
7612
7612 ENGINE MASTER CONTROL

SYSTEM DESCRIPTION
Introduction
The Engine Master Lever located on the center pedestal, interfaces with the
fuel system and the FADEC system. Note that the engine Fire Pushbutton also
acts on the LP fuel valve.
System Control
The Engine Master Switches located on the panel 125VU comprise each six
stages that supply respectively:
the alternate starting through the EEC (automatic start)
the reset of the EEC A and B channels
the HP FUEL ON and HP FUEL OFF controls, through the EIVMU (manual
and automatic start modes)
the excitation of the Engine Master Switch Slave Relay which cuts off the
power supply of the LP fuel valve actuator
the closure of the HP fuel shutoff valve
FRA US/E-1 WiK Feb 15, 2006 05|7612 MSTR|L2 Page 242
7612
(125VU)
ON ENG ON ENG ON ENG ON ENG

1 2 3 4
OFF OFF OFF OFF

MASTER
ON OFF
POWER OFF MASTER SW

EIVMU 1 RELAY SLAVE RELAY
CLOSURE CLOSURE
ON
ENG 1 ENG 1
HP FUEL LP FUEL
EEC 1 SOV SOV
CHANNEL A
CRANKING
CLOSURE
AND OFF
EEC
STARTING (255VU)
RESET
AUTOMATIC ENG 1 ENG 2 ENG 3 ENG 4
MANUAL
ALTERNATE
CHANNEL B FIRE FIRE FIRE FIRE
PUSH PUSH PUSH PUSH
AGENT 1 AGENT 2 AGENT 1 AGENT 2 AGENT 1 AGENT 2 AGENT 1 AGENT 2

TEST
CLOSURE/OPENING SQUIB SQUIB SQUIB SQUIB SQUIB SQUIB SQUIB SQUIB
DISCH DISCH DISCH DISCH DISCH DISCH DISCH DISCH
CLOSURE/OPENING
Figure 133 Engine Master Control Presentation

7612

LP and HP Fuel Shut Off Valve Control Master Lever Starting and Reset Function
The Engine Master Lever controls the low pressure fuel line in the aircraft wing The Engine Master Switch interfaces with the starting sequence and also with
through the master switch slave relay. When the Engine Master Lever is moved the memory reset function of the EEC.
to the OFF position, the engine master switch slave relay is energized. This
supplies 28 VDC power to both LP valve actuator motors and causes the valve Starting Mode Operation
to close. The master switch slave relay takes its 28VDC power supply from the The prime source of the Master Lever position during start is data delivered by
HPSOV circuit breaker. Pulling out this circuit breaker or considering the the EIVMU. It transmits the information to the EEC in digital format. If EIVMU
aircraft power supply cut off, leads to the automatic opening of the associated data is not valid, the EEC uses its reset hardwired discrete signal from the
LP Valve. This results from the fact that the LP slave relay is deenergized and Engine Master Lever.
at least one LP valve motor is supplied from the DC HOT BUS.
Reset Function
This failsafe opening logic is mainly used in the engine dry motoring
procedure. In order to feed the engine pump with fuel without moving the The Engine Master Lever is directly hardwired to the EEC to satisfy the reset
Engine Master Lever to ON, the HPSOV C/B is pulled. The LP valve closure function.
function can also be achieved through the Engine Fire Pushbutton selection, Moving the Master Lever from ON to OFF position, closes both channel reset
regardless of the Engine Master Lever position. discrete contacts, resetting both EEC channels. All data stored in the EEC
RAM memory will be cleared.
HP Shut Off Valve and Power Off Relay
The Engine Master Lever is directly hardwired to the HPSOV torque motor
through a power off relay. This gives the pilot independent authority to shut
down the engine by cutting off the fuel, regardless of the EEC command. When
the Engine Master Lever is set to OFF, an aircraft 28 VDC is supplied to the
HPSOV torque motor resulting in the Pressure Raising and ShutOff Valve
(PRSOV) closure. To prevent excessive heat dissipation within the torque
motor device, after one minute, the power off relay opens the supply circuit and
de-energizes the torque motor. After this delay, the PRSOV remains in the
closed position as it is magnetically latched. The PRSOV and the LP Fuel
Valve are in the closed position and at the next Engine Master Lever ON
selection, the power off relay is reset in order to close the circuit between the
Master Lever and the HPSOV.
Engine Master Panel Fault Light
The amber FAULT light located on the engine master panel indicates a
disagreement between the PRSOV position and its commanded position. With
the Master Lever in ON or OFF position, if both inductive switch channels
indicate an inappropriate PRSOV position, the EIVMU receives the EEC fault
message, and triggers the fault light and the associated ECAM message.
7612
NOTE: Schematic is shown with ENG 1 Master Switch

ON ENG ON ON ON in ON Position and ENG running >1 min.
1 ENG ENG ENG
OFF OFF
2 OFF
3 OFF
4 TM
SOV
FIRE FIRE ENG FIRE FIRE SV
FAULT FAULT MASTER FAULT FAULT
FUEL PUMP
POWER OFF
HMU
RELAY
28 VDC
ESS BUS2
EIVMU HP ON
1 MIN SWs
FUEL OFF
ENG1
MSTR SW
HP FUEL VALVE NOT OPEN
(TO ECAM) HP FUEL VALVE NOT CLOSED
LP VALVE
ENG 1 MASTER SWITCH MOT2
SLAVE RELAY ECAM
LP FUEL VALVE
EEC F FIRE OPEN
I PUSH SHUT M2
RETURN R
SIGNAL E AGENT 1 AGENT 2
FAULT OPEN
LOGIC
SQUIB
DISCH
SQUIB
DISCH SHUT M1
RETURN
SIGNAL
LP VALVE
MOT1
28 VDC FIRE
BUS2 (FROM EIVMU)
LP VALVE
MOT2
28 VDC
HOT BUS1
LP VALVE
MOT1
Figure 134 Engine Master Control System Schematic

EMERGENCY SHUTDOWN SYSTEM RB211 TRENT 500
7621
7621 EMERGENCY S/D SYSTEM

FUNCTIONAL OPERATION
Purpose Compressor Speed Probe Selection
The Overspeed Protection System (OPS) continuously monitors the speed of The ROS performs the compressor speed probe selection. The three N1C and
the LP and IP compressor for overspeed which may caused by fuel scheduling the three N2C speed signals are sent to the ROS but only two signals from
malfunction. Besides it compares the speed of the LP compressor and LP each are used per ROS channel, since the third signal is spare. The spare
turbine for signs of twist to prevent a LP shaft breakage. signal is only selected if a fault is detected with one of the two other speed
The Overspeed Protection System (OPS) is composed of dedicated probes. If all three shaft speed signals (N1C and N2C) are satisfactory, the
independent hardware incorporated in the Electronic Engine Controller (EEC) EEC uses the dedicated Channel A and B signals. If two of the three signals
and a set of engine speed probes. become unsatisfactory the corresponding rotor overspeed function is disabled.
The N1C and N2C signals are used in overspeed detection but the EEC also
In compliance with the FADEC general architecture, the OPS has two
sends them to the ECAM for N1 and N2 speed indicating.
channels. The OPS includes the following two subsystems:
Rotor Overspeed System (ROS) NOTE: The Probe Selection Circuit of the Rotor Overspeed Protection
System (ROS) also supplies the N1C speed signals to the Turbine
Turbine Overspeed System (TOS)
Overspeed Protection System (TOS).
The OPS performs the following functions:
Compressor Speed Probe selection Rotor Overspeed Protection System (ROS)
Rotor Overspeed Detection The Rotor Overspeed System (ROS) internally performs three main functions:
Turbine Overspeed Detection Speed Probe Selection
Overspeed Detection Logic
Speed Probe Installation
Drive Logic
There are three measuring stations corresponding to the measurement of: for powering the Torque Motor (TM) of the Overspeed Servo Valve (OS-SV)
The LP Compressor speed or N1C Each channel of the ROS needs two speed signals for each rotor speed (N1C
The IP Compressor speed or N2C and N2C). Both channels of the ROS are interconnected by interlocks such
The LP Turbine speed or N1T that, if both channels are powered and nonfailed, they must both agree on an
overspeed occurrence before either can trigger a fuel shutoff signal.
The measuring stations, dedicated to N1C and N2C, are fitted in the front
bearing housing. The measuring station dedicated to N1T is fitted in the tail If either speed, N1 or N2, exceeds its maximum safe limit, the ROS operates
bearing housing. Each measuring station is composed of a phonic wheel and the Torque Motor of the Overspeed Servo Valve in the Hydromechanical
three inductive speed probes. Metering Unit (HMU). The Overspeed Servo Valve (OS-SV) hydraulically
closes the Pressure Raising and Shut Off Valve (PRSOV) which immediately
For each station, the A probe is connected to channel A, The B probe and
cuts the fuel flow to the fuel spray nozzles for engine shutdown. If one channel
the spare probe are connected to channel B. However all three compressor
is depowered or has failed, the interlocks switch to single channel operation
and turbine speed signals are crosswired between the EEC channels such that
and the ROS will not operate.
each channel of the Overspeed Protection System can use any of the signals
whether the other channel is powered or not.
FRA US/E-1 WiK Dez 15, 2005 07|7621 EMERG SD|L3 Page 246
7621
FRONT TAIL
OPS CHANNEL A EEC OPS CHANNEL B BEARING BEARING
HOUSING HOUSING
TOS A TOS B
N1T(S)
N1T(B)
PROBE PROBE A
N1T(A) SELECTION SELECTION SPARE
B
N1C
N1C
OVERSPEED OVERSPEED
DETECTION DETECTION
LOGIC LOGIC N1C N2C N1T
PHONIC
WHEEL
SPEED
PROBE
N1C(S)
N1C(B)
ROS A ROS B
N1C(A)
N2C(A)
PROBE PROBE
N2C(S) A B
SELECTION SELECTION
N2C(B)
TM
OVERSPEED OVERSPEED OS
DETECTION INTLKs DETECTION SV

LOGIC LOGIC
FUEL PUMP
PRSOV
ASSY
HMU
DRIVE LOGIC DRIVE LOGIC
SW
PRSOV FDBK
Figure 135 Emergency Shut Down System

7621
Turbine Overspeed Protection System (TOS) BITE System
The Turbine Overspeed Protection System (TOS) continuously compares the The Turbine Overspeed Protection System must be permanently available. To
speeds of the LP turbine and the LP compressor. It does this to monitor the LP be sure that it is serviceable, the EEC performs an automatic test at each
shaft for signs of twist. If there are signs of shaft twist more than a specified engine start on the ground during pre light-up (when the N1 speed is between
limit, in a short time period (which is more than the allowance for flexing in the 500 and 1000 rpm).
shaft), the system reads the speed as an overspeed condition. The system BuiltIn Test Equipment (BITE) in the EEC supplies the necessary turbine
then operates to immediately shutdown the engine, which makes sure that the speed difference to the turbine overspeed logic circuits. When the fuel pressure
LP turbine cannot turn freely to a dangerously high speed. is sufficient and the fuel flow is initiated, the OPS operates the Over Speed
The TOS internally performs two main functions: Servo Valve Torque Motor. The PRSOV is actuated closed and its position
Speed probe selection switch sends a feedback to the EEC to ensure that the OPS is operational,
then the PRSOV is actuated open again. The Torque Motor is only operated
Over speed detection logic
during a short time to minimize the starting disturbances.
Speed Probe Selection Defects found during the system BITE test are stored in the EEC. The defects
For the Turbine Overspeed Detection Logic each EEC channel receives one are subsequently transmitted to the aircraft Central Maintenance Computer
N1C speed signal selected by the appropriate ROS Probe Selection circuit. If (CMC) system.
ROS is disabled because of two inoperative N1C speed probes the Turbine
Overspeed System (TOS) is disabled too.
Three LP turbine speed probes (N1T) transmit shaft speed signals to the EEC.
If all three shaft speed signals are satisfactory, the EEC uses the dedicated
channel A and B signals for the turbine overspeed function. The channel A
signal is supplied to one turbine overspeed logic circuit (on the overspeed
circuit board in each EEC channel) and the channel B signal is supplied to the
other turbine overspeed logic circuit. If either channel A or channel B signals
are not satisfactory, either or both EEC Channels may use the spare signal. If
two of the three signals become unsatisfactory then the Turbine Overspeed
System is disabled.
The Turbine Overspeed Protection System compares the N1C and the N1T
speed. If these two speeds differ significantly, the TOS diagnoses an LP shaft
breakage. In that case, the TOS operates the Torque Motor of the Over Speed
Servo Valve within the HMU through the drive logic of the ROS and
immediately commands an engine shutdown by cutting the fuel flow.
NOTE: Each TOS channel can trigger a fuel shutoff signal without the
agreement of the other TOS channel.
7621
LP TURBINE
BEARING HOUSING B
END COVER
PHONIC WHEEL
TAIL
BEARING A
HOUSING SEAL RING SPEED
PROBES
BOLT (10 off)
INSULATION
BLANKET
END COVER
COVER PLATE
Figure 136 LPTOS Component Location

EXHAUST A340500/600
EXHAUST GENERAL RB211 TRENT 500
7800
ATA 78 EXHAUST
7800 EXHAUST GENERAL
INTRODUCTION It is electronically controlled and hydraulically powered by the aircraft hydraulic
system:
General green for engine 1 and 4
The exhaust system consists of: blue for engine 2
The Turbine Exhaust System yellow for engine 3.
The Thrust Reverser It can be also operated manually for maintenance purposes. Following a fault,
the T/R can be deactivated to allow the Aircraft to dispatch.
Turbine Exhaust System
The turbine exhaust system consists of:
one exhaust nozzle
one exhaust plug (two pieces) AFT PLUG
Thrust Reverser System
The thrust reverser (T/R) system supplies reverse thrust to decrease the speed
of the Aircraft on the ground. It assists the wheel brakes by providing additional FWD PLUG
deceleration forces.
The thrust reverser system, which is part of the Cducts, controls the direction
of fan air. The position of the translating cowl determines if the fan air is
directed for forward or reverse thrust. When the translating cowls move
rearward they uncover the cascade segments. The cascade segments control
the direction of the fan air exhaust when the translating cowls are in the EXHAUST
extended position. At the same time, the drag links hold back the blocker PLUG
doors. The blocker doors prevent fan air exiting aft when the translating cowl is
extended. The fan air is forced to go through the cascade segments, which
redirect the fan air forward.
Each Cduct is fitted with a translating cowl driven by 3 actuators, 12 cascade
segments, 6 blocker doors and links.
The T/R system is designed for ground use only to reduce roll distance for EXHAUST NOZZLE
landing or aborted takeoff.
Exaust Nozzle and Plug
FRA US/E-1 WiK Jul 30, 2005 01|7800 Intro|L1|B2 Page 250
EXHAUST A340500/600
EXHAUST GENERAL RB211 TRENT 500
7800
FORWARD THRUST MODE REVERSE THRUST MODE
CASCADE TRANSLATING
TRAILING SEGMENT COWL
EDGE
HYDRAULIC
INLET ACTUATOR
AIR INLET
AIR
C-DUCT CROSS SECTION C-DUCT CROSS SECTION
BLOCKER DOOR BLOCKER DOOR LINK
Figure 137 Thrust Reverser Principle

FRA US/E-1 WiK Jul 30, 2005 01|7800 Intro|L1|B2 Page 251
EXHAUST A340500/600
T/R CONTROL AND INDICATING RB211 TRENT 500
7831
7831 T/R CONTROL AND INDICATING

SYSTEM DESCRIPTION
Reverser Aerodynamic Design
The thrust reverser is a component of the aircraft engine nacelle. It is fitted to
the wing pylon by hinges at the top and is latched at the bottom centerline. The
forward end is secured onto the aft outer flange of the engine fan case by a
Vgroove.
The thrust reverser is a conventional fixed cascades, translating cowl type. It is
made of two halves which make a duct around the engine. Each thrust reverser
half consists of a fixed structure which provides support for the cascades and
for the actuation system, and a translating cowl.
System Architecture
Each thrust reverser translating cowl is actuated independently by three linear
actuators, which are mutually synchronised by drive cables running inside the
hydraulic tubes. A flow control fitted in the deploy pressure supply pipe of each
Cduct allows synchronization of both translating cowls and regulate their
deployment speed.
The upper and lower actuators incorporate a mechanical primary lock, the
upper actuators also incorporate a linear variable differential transducer
(LVDT). The middle actuator is fitted with a Manual Drive Unit (MDU). In the
stowed position the translating cowls are held closed by the actuator primary
locks and secured by an electrically actuated Tertiary Lock System (TLS) on
each cowl. Primary locks and tertiary lock together, provide three lines of
defence against inadvertent deployment in flight.
As the cowls translate, they expose fixed cascades, which deflect flow in the
forward direction. In addition, blocker doors are deployed which block the
normal fan exhaust annulus and direct the fan air through the cascades to
provide reverse thrust.
Hydraulic actuation of both cowls of each reverser is by means of two control
valves, the Isolation Valve (IVU) and the Direction Control Valve (DCV).
The IVU isolates the system from hydraulic supply and acts as a fireproof shut
off barrier. The DCV directs the hydraulic pressure to deploy or to stow the
reverser. Both valves are combined into the Hydraulic Control Unit (HCU),
which is installed in the pylon and supplied by the aircraft hydraulic systems.
FRA US/E-1 WiK Oct 30, 2005 02|7831 Descr|L2 Page 252
EXHAUST A340500/600
7831
HYDRAULIC CONTROL UNIT (HCU) THRUST REVERSER ACTUATION SYSTEM (TRAS)
FILTER
HYDRAULIC ISOLATION DIRECTIONAL
SUPPLY VALVE UNIT CONTROL VALVE
(IVU) (DCV)
POP OUT
MCDU
EWD
INHIBITION FLOW
EPR
LEVER CONTROL
FEEDBACK
REV FROM
ENGINE TRAS
1.154
SENSORS PRIMARY
ELECTRONIC UPPER ACTUATOR
LOCK
CONTROLLER
(EEC)
SYNCHRONIZATION
SHAFT
TRANSLATING
THRUST AND
REVERSER THROTTLE MANUAL
COWL
CONTROL CONTROL DRIVE UNIT MIDDLE ACTUATOR
LEVER LEVER MDU (MDU)
ENGINE LOCKING
INTERFACE LEVER
AND
VIBRATION
MONITORING
UNIT PRIMARY
(EIVMU) LOCK LOWER ACTUATOR
THROTTLE UNLOCK LEVER

CONTROL FLIGHT TERTIARY LOCK
UNIT (TCU) CONTROL SYSTEM (TLS)
PRIMARY
COMPUTER
(FCPC)
OTHER SIGNALS
FROM AIRCRAFT
Figure 138 Thrust Reverser System

EXHAUST A340500/600
7831
Reverser Control
The thrust reverser is commanded by the throttle control levers which send a
signal to the Hydraulic Control Unit (HCU) via the Engine Electronic Control
(EEC) and to the tertiary lock. The Hydraulic Control Unit (HCU) supplies
hydraulically the thrust reverser actuators. When the throttle control lever is set EPR
at idle, the thrust reverser control lever can be moved, so the reverser
actuation is commanded through the throttle control unit. REV
The throttle control unit successively sends command signals to: 1.002 1.002 1.002 1.002
Flight Control Primary Computer (FCPC) N1
20.0 20.0 20.0 20.0
%
Engine Interface and Vibration Monitoring Unit (EIVMU)
Engine Electronic Controller (EEC)
The FCPC also needs other signals from the aircraft to unlock the TLS and to REV INDICATION NORMALLY DISPLAYED IN CENTRE OF EPR GAUGE
allow the deployment. This command line is called the third line of defence.
The EEC controls the IVU to pressurize the system and prepare it to be
actuated. After receiving a confirmation signal from the EIVMU, the EEC also
REVERSE
controls the DCV to deploy or stow the reversers.
THRUST
NOTE: The EEC also needs other signals from the aircraft sent via the LEVERS
EIVMU.
The EEC needs feedback, supplied from TRAS sensors, to achieve the
reverser control. These sensors are fitted in the HCU, in the upper and lower
actuators and in the TLS.
Indication
The actual state of the thrust reverser is shown on the EWD. The REV
indication appears normally in the middle of the Engine Pressure Ratio (EPR)
dial. The signals used for indicating come from the sensors fitted on the upper
and lower actuators.
Figure 139 Thrust Reverser Indication
EXHAUST A340500/600
7831
THRUST REVERSER STOWED THRUST REVERSER DEPLOYED
TRANSLATING COWL
AFT CORE COWL

ACTUATORS
FWD
PRESSURE
SEAL
LINK ARM
CASCADE
ASSY
BLOCKER
DOOR
ACTUATOR ACTUATOR
ACCESS
DOORS ACTUATORS
Figure 140 Thrust Reverser Components

EXHAUST A340500/600
7831
Hydraulic Control Unit (HCU)
The Hydraulic Control Unit (HCU) is installed in the pylon and controls the
hydraulic fluid flow to the six actuators.
The HCU includes:
A IsolationValve Unit (IVU) which is designed to provide hydraulic supply for
the DCV and to isolate the TRAS from the aircraft hydraulic supply. The
isolation valve acts also as a firewall in case of engine fire.
The IVU itself contains the following components
ISOLATION VALVE
DUAL COIL SOLENOID VALVE
(controls the isolation valve position, energized from EEC)
DUAL CHANNEL PRESSURE SWITCH
(indicates when the TRAS is pressurized)
HYDRAULIC FILTER WITH CLOGGING INDICATOR
INHIBITION DEVICE
(maintains the isolation valve closed, even if commanded open)
DUAL CHANNEL INHIBITION SWITCH
(sends inputs to EEC to trigger REV INHIBITED message on ECAM)
A Directional Control Valve (DCV) which is designed to provide hydraulic
supply pressure to the thrust reverser actuators and hydraulic return. The
DCV includes a:
DUAL COIL SOLENOID VALVE
(energized by EIVMU, controls DCV position)
FRA US/E-1 WiK Oct 30, 2005 03|7831 Comps|L3 Page 256
EXHAUST A340500/600
7831
HARNESS
A IVU
A
SUPPLY
PRESSURE
SWITCH CLOGGING
INDICATOR
DCV
SOLENOID
FILTER
STOW
INHIBITION
SWITCH
RETURN
DEPLOY
DCV IVU
SOLENOID
CLOGGING
INDICATOR
Figure 141 Hydraulic Control Unit (HCU)

EXHAUST A340500/600
7831
Hydraulic Actuators
Each thrust reverser is actuated by three hydraulic actuators (upper, middle
and lower) supplied from the HCU through a flow limiter. To avoid stress on the
translating cowl, the actuators are synchronized through 2 synchronization A
flexible shafts running in the pressure hydraulic supply line.
The upper actuator is composed of:
an internal lock (Tine Lock) LOCKING AND FEEDBACK
two proximity sensors which provide actuator status (locked or unlocked) ACTUATOR (UPPER)
an unlock lever to manually unlock the actuator
a Linear Variable Differential Transducer (LVDT) which provides translating
cowl position
The middle actuator is composed of:
a Manual Drive Unit (MDU) which allows manual motion (stow/deploy) of the
translating cowls for maintenance
a MDU locking lever, which locks the translating cowls in any position during
maintenance operation. THRUST REVERSER AND
MANUAL DRIVE
The lower actuator is composed of: ACTUATOR (MIDDLE)
an internal lock (Tine Lock)
two proximity sensors
a lock lever.
ACTUATOR
NOTE: Each actuator has a different part number, so they are not
SYNCHRO
interchangeable.
FLEXSHAFT
LOCKING ACTUATOR
(LOWER)
Figure 142 Actuators & Synchro Flex Shafts
EXHAUST A340500/600
7831
UPPER ACTUATOR
PROXIMITY
SWITCH
LOCKING LEVER
LVDT
PROXIMITY
SWITCH
MIDDLE ACTUATOR
SYNCHRO
A
FLEX SHAFT
LOWER ACTUATOR
B
STOW PIPE
C
SYNCHRO
FLEX SHAFT
PROXIMITY
SWITCH LOCKING PROXIMITY
LEVER SWITCH
Figure 143 Hydraulic Actuator Components

EXHAUST A340500/600
T/R INDEPENDENT LOCKING SYSTEM RB211 TRENT 500
7837
7837 T/R INDEPENDENT LOCKING SYSTEM

DESCRIPTION
The Tertiary Lock System (TLS) consists of an electromechanical solenoid
actuated hook. Its function is to prevent inadvertent thrust reverser deployment
(third line of defense). The tertiary locks are accessible through the thrust
reverser latch access door.
The tertiary lock includes:
a locking mechanism composed of a locking/unlocking lever and a hook
a solenoid actuator to unlock the TLS for T/R deployment
two proximity sensors to detect locked/unlocked states.
The TLS is supplied by 115 VAC and is commanded through the FCPC logic.
TLS is unlocked when the solenoid actuator is energized, which pushes the
lock lever to the unlock position, the hook spring then the holds the hook in the
open position. At the end of the stow sequence, a roller on the translating cowl
pushes the hook back into the locked position which mechanically locks the
lever. A torsion spring holds the locking lever in the locked position when the
solenoid is not energized.
FRA US/E-1 WiK Oct 30, 2005 04|7837 TLS|L2 Page 260
EXHAUST A340500/600
T/R INDEPENDENT LOCKING SYSTEM RB211 TRENT 500
7837
A
A
A
LEFT
TERTIARY LOCK
POWER SUPPLY
HARNESS
RIGHT
TERTIARY LOCK
FEEDBACK
HARNESS
LEFT
TERTIARY LOCK
FEEDBACK
C
HARNESS
B C
TERTIARY LOCK
RIGHT
TERTIARY LOCK
POWER SUPPLY TERTIARY LOCK
HARNESS
PROXIMITY SWITCHES
TERTIARY LOCK HARNESS TERTIARY LOCK LOCATION
Figure 144 T/R Independent Locking System

FRA US/E-1 WiK Oct 30, 2005 04|7837 TLS|L2 Page 261
EXHAUST A340500/600
7831
T/R FUNCTIONAL OPERATION

OPERATION DEPLOY
Preconditions
The system is initially in the stowed and locked position and the system is overstow position (this assists the release of the primary locks) and releases
pressurized to the aircraft return line. the actuators internal locks.
The various components of the system are in the following conditions: At the same time the EIVMU closes an internal switch which supplies 28VDC
the Tertiary Lock System (TLS) is mechanically locked to the DCV solenoid (electrically ground for the solenoid is not yet available in
the IVU and the DCV solenoids are not energized this condition).
the DCV is closed When the engine throttle lever moves to the 9 position, the EEC closes the
internal DCV switch to electrically ground. This closes the the DCV solenoid
the actuators are stowed and mechanically locked
circuit and energizes the DCV solenoid. Hydraulic pressure is supplied to both
the two translating cowls are stowed sides of the actuators (the actuators extend because of the differential areas).
The EECS controls the deploy of the thrust reverser based on the following: Initial pressurization of the actuators releases the primary locks (Tine Locks)
Throttle Resolver Angle (TRA) = 9.0 inside the actuators and allows the rams to extend deploying the translating
cowls. Unlock information is sent to the EEC by the actuators lock sensors.
Aircraft on the ground (LGCIU 1 is preferred, if valid)
The system is now in the deploy transit mode. The translating cowls position is
Engine running (N3 > 50%) transmitted to the EEC through the upper actuators LVDT signal. The deploy
Aircraft system indicates there is no fire transit mode is indicated by an amber REV indication on the EWD in the middle
Thrust reverser system is not inhibited of the Engine Pressure Ratio (EPR). This information is given by the EEC
when two of the following conditions are met:
Transit Mode TLS UNLOCKED
When thrust reverser deploy is selected a signal is sent to the Flight Control Upper Primary Lock UNLOCKED
Primary Computers (FCPCs) and to the EECS. ENG 1 and ENG 4 are
Lower Primary Lock UNLOCKED
associated with FCPC 2. ENG 2 and 3 are associated with FCPC 3.
Upper Actuators LVDT>2% of Travel
When the engine throttle lever is moved to the 4.5 position, a signal is
transmitted by potentiometers inside the Throttle Control Unit (TCU) to the Thrust Reverser Deployed
FCPC. The FCPC detects the Throttle Resolver Angle (TRA) and closes the
When the left and right translating cowls reach 80% of full travel the EEC
TLS command switch to energize the two TLS solenoid actuators which unlock
detects T/R deployed and authorizes engine reverse thrust to increase versus
the tertiary locks if Radio Altitude is < 6 ft. Unlock detection is provided to the
TRA value.
EEC by means of the TLS proximity sensors. Each tertiary lock has two
proximity switches dedicated to each EECS channel for feedback. Altitude Thrust Reverser Fully Deployed
information is provided by the Radio Altimeter (RA).
When the left and right translating cowls reach 85% of full travel, the EEC
As the EEC receives the TLS proximity sensors feedback and throttle lever is considers that the T/Rs are fully deployed using the upper actuator LVDTs and
moved to the 7.2 position, it energizes the IVU solenoid which pressurizes the green REV indication replaces the amber indication on the EWD. The EEC
the T/R actuators retract side. The EEC monitors the isolation valve position then de-energizes the IVU, but the DCV remains energized until the reversers
through the IVU pressure switch. Hydraulic power forces the T/R to an throttle lever is back into the stow position.
FRA US/E-1 WiK Oct 30, 2005 05|7831 Ops|L3 Page 262
EXHAUST A340500/600
7831
FCPCs
RADIO
ALT< 6 FT AND
ALTIMETER
TCU AND
DCV CMD EEC A/B
-4.5 LGCIU
28 VDC
POT
-7.2 EIVMU
GND SIGNAL
RSLVR -9 EWD
(EIVMU)
N3 > 50% TWO OF
AND EPR
INHIB SW THESE
FOUR REV
NO FIRE
CONDITIONS 1.154
IVU
CMD FROM
AND L/R TLS
28 VDC SENSORS
115
VAC
ACTUATOR PROXIMITY SENSORS
IVU DCV INHIB

RETURN
LVDT LEVER
UPPER ACTUATOR
SOLENOID SOLENOID SYNC

VALVE VALVE SHAFT
H
FILTER
TRANSLATING
MDU
SUPPLY MIDDLE ACTUATOR COWL
C
(LEFT/RIGHT)
INHIB U SYNC
SHAFT
SW PRESS
SW INHIB
LOWER ACTUATOR
LEVER
FLOW
LIMITER
TLS L/R S
INHIBITION LEVER
Figure 145 Thrust Reverser System Schematic

EXHAUST A340500/600
7831
OPERATION STOW
Stow Transit Mode
The thrust reverser is now in the fully deployed position. Reverse thrust is
cancelled by pushing the reverse thrust levers forward.
When the engine reverse throttle lever is moved forward to a position above
7.2, the EECS commands the DCV command switch to open. The EIVMU
opens the EIVMU command switch, thus 28 VDC power supply is lost at the
EEC input. The EEC energizes the IVU solenoid to pressurize the retract side
of the actuators and detects pressurization through the IVU pressure switch.
The thrust reverser moves to the stow position.
During the stow sequence the cockpit indication will turn from green to amber
when the cowls have travelled 5%. This information is given by the upper
actuators LVDT < 95%. The thrust reverser is in stow transit mode now.
At TRA above -4.5 sensed by the TCU potentiometers the FCPC
deenergizes the tertiary lock solenoids by opening the TLS command switch.
TLS 1 and TLS 2 are commanded to lock but stay mechanically unlocked.
Stow Position
When the translating cowls reach the stow position (LVDT<2%), the TLS are
mechanically relocked by the translating cowl rollers. The EEC detects that
the two TLS are locked through the TLS proximity sensors.
At the same time the EEC receives the LVDT feedback signal <2% from the
left and right upper actuators LVDTs and authorizes forward thrust to increase
versus TRA.
The REV amber indication disappears when the four locking actuators (two
upper and two lower) are fully retracted. The EEC detects that the actuators
are locked by the actuators proximity sensors. The T/R is stowed and locked
and the EEC commands the IVU to close. T/R not pressurized signal feedback
is sent to EEC by the IVU pressure switch.
EXHAUST A340500/600
7831
FCPCs
RADIO
ALT< 6 FT AND
ALTIMETER
TCU AND
DCV CMD EEC A/B
-4.5 LGCIU
28 VDC
POT
-7.2 EIVMU
GND SIGNAL
RSLVR -9 EWD
(EIVMU)
N3 > 50% TWO OF
AND EPR
INHIB SW THESE
FOUR REV
NO FIRE
CONDITIONS 1.154
IVU
CMD FROM
AND L/R TLS
28 VDC SENSORS
115
VAC
ACTUATOR PROXIMITY SENSORS
IVU DCV INHIB

RETURN
LVDT LEVER
UPPER ACTUATOR
SOLENOID SOLENOID SYNC

VALVE VALVE SHAFT
H
FILTER
TRANSLATING
MDU
SUPPLY MIDDLE ACTUATOR COWL
C
(LEFT/RIGHT)
INHIB U SYNC
SHAFT
SW PRESS
SW INHIB
LOWER ACTUATOR
LEVER
FLOW
LIMITER
TLS L/R S
INHIBITION LEVER
Figure 146 Thrust Reverser System Schematic

EXHAUST A340500/600
7831
ABNORMAL OPERATION
ECAM Warnings Ground Assisted Stow Sequence (GASS)
In case of T/R abnormal operation, various warnings are triggered on ECAM as The EECS will initiate the thrust reverser GASS operation on the ground to lock
follows: the thrust reverser system in the following two cases:
REV UNLOCK 1. At least one primary lock is detected unlocked after the normal stow
is triggered when the T/R primary locks are not fully locked, while not sequence
commanded by the pilot. 2. At least one primary lock is detected unlocked after engine start
REV FAULT The GASS is initiated by energizing the IVU solenoid which pressurizes the
is triggered in flight when the EEC detects that the thrust reverser will be stow side of the actuators. The following conditions must be fulfilled:
inoperative for the next landing or on ground on thrust reverser selection, The aircraft is on the ground
when the EEC detects a failure during the deploy or stow sequence. The throttle is in the forward thrust region (TRA > 3.5) and less than
REV PRESSURIZED MCL position
is triggered by the EEC in flight, if the HCU is pressurized (through the HCU The EECS is not in stow sequence
pressure switch) and one of the TLS is unlocked. This warning is also The engine is running
triggered on ground as soon as the HCU is pressurized and without other
One or two primary locks of any translating cowl is detected unlocked
conditions.
The GASS function is inhibited if the position of one translating cowl is less
REV LOCKED
than 4% and the tertiary lock is locked. The EECS terminates the GASS
warning shall be triggered only on ground if the TLS fails in the locked operation by deenergizing the IVU solenoid after a five seconds time delay.
position during thrust reverser selection. The GASS operation is limited to one cycle, which is memorized and cleared
REV MINOR FAULT after a master lever reset. If the thrust reverser is still unlocked, the amber
is triggered when the appropriate Tertiary Locking System is inoperative in REV indication and the REV UNLOCK warning will be displayed.
OPEN position.
EXHAUST A340500/600
7831
THRUST REVERSER INTERLOCK SOLENOID
The thrust reverser status is transmitted by the EECS to the EIVMU. The
EIVMU of the outboard engines (1 and 4) controls an interlock solenoid based
on this information. This solenoid, acting on a lock, limits the reverse trust lever
at reverse idle, until the thrust reversers on engines 1 and 4 have fully
deployed and no failure preventing thrust application is detected by the EECS. A
THRUST REV THRUST REV

CONTROL LEVER CONTROL LEVER
1 UNLOCKING 4 UNLOCKING
ENERGIZATION OF LOCK-OUT DEVICE SOLENOID TO ALLOW

THRUST REVERSER CONTROL LEVERS 1 & 4 STROKE
ABOVE REVERSE IDLE IDLE STOP
THRUST REVERSER
CONTROL LEVERS
EIVMU EIVMU
1 4
CONTROL LEVERS
ROCKER ASSEMBLY
EEC EEC
THROTTLE T/R AND THROTTLE CRANK

1 FADEC STATUS 4
REVERSER INTERLOCK
ROCKER ASSEMBLY
T/R T/R T/R SOLENOID

1 POSITION 4
REVERSE IDLE MAX REVERSE
EXHAUST A340500/600
7830
THRUST REVERSER DEACTIVATION FOR MAINTENANCE
The thrust reverser deactivation procedure for maintenance is detailed
described in AMM 783000 and only for training purposes discussed below.
UNSERVICEABLE (DEACTIVATION OF THE HYDRAULIC
CONTROL UNIT (HCU) BEFORE YOU DO WORK ON OR
AROUND THE THRUST REVERSER.
General Policy
Get access to the Hydraulic Control Unit (HCU) inhibition lever arm through
the oil servicing access door
Remove the locking pin to unlock the lever arm
Move the Hydraulic Control Unit (HCU) lever arm to the HCU INHIBITED
position (written on a placard)
Install the locking pin to lock the lever arm
NOTE: Make sure that the locking pin is correctly secured and locked.
Put the lockout pin into the locking hole
Put a WARNING NOTICE to tell persons not to move the inhibition lever
arm to the HCU ACTIVE position
FRA US/E-1 WiK Nov 30, 2005 06|7830 MPA|L2 Page 268
EXHAUST A340500/600
7830
INHIBITED POSITION
A
A
ACTIVE POSITION
A LOCKOUT
HOLE
LOCKOUT PIN
(GROUND SERVICE
EQUIPMENT (GSE))
INHIBITION LEVER ARM
LOCKING PIN
Figure 147 T/R Deactivation for Maintenance

FRA US/E-1 WiK Nov 30, 2005 06|7830 MPA|L2 Page 269
EXHAUST A340500/600
7830
THRUST REVERSER DEACTIVATION FOR FLIGHT

The thrust reverser deactivation procedure for flight is detailed described in Installation of the Inhibition Bolts
AMM 783000 and only for training purposes discussed below. Remove the two inhibition pins from their storage support
NOTE: It is only allowed to deactivate both thrust reverser halfs of one ore Get access to the rear of the thrust reverser primary track (10) at 6 oclock
more thrust reverser. Remove the access cover
General Policy Engage one inhibition pin into the hole (red stick on bottom side)
Deactivation of the Hydraulic Control Unit Install the access cover on the thrust reverser
Install the two screws and tighten them
UNSERVICEABLE FOR MAINTENANCE (DEACTIVATION OF Make sure that the tertiary locks associated to the half thrust reverser that
THE HYDRAULIC CONTROL UNIT (HCU) BEFORE YOU DO does not operate are in the TLS ACTIVE position
WORK ON OR AROUND THE THRUST REVERSER. Do the same procedure on the other half thrust reverser
Get access to the Hydraulic Control Unit (HCU) inhibition lever arm through
the oil servicing access door
Remove the locking pin to unlock the lever arm
CAUTION: WHEN YOU MOVE THE LEVER ARM TO THE HCU INHIBITED
POSITION, THE NEW STATUS HAS TO BE CONFIRMED IN
THE COCKPIT SCREEN.
Move the lever arm to the HCU INHIBITED position
NOTE: The HCU inhibited position is written on the placard.
Install the locking pin to lock the lever arm
NOTE: Make sure that the locking pin is correctly secured and
locked.
FRA US/E-1 WiK Nov 30, 2005 07|7830 MPB|L3 Page 270
EXHAUST A340500/600
7830
T/R PRIMARY
C TRACK
A
TRANSCOWL
INHIBITION PINS A
SCREW
C B (2 off)
ACCESS
COVER
STORAGE CLAMP
SECTION A-A
ACCESS SCREW
COVER (2 off)
A
TRANSCOWL
INHIBITION PIN
LOCKING PIN
HCU INHIBITION LEVER
Figure 148 Thrust Reverser Deactivation for Flight

FRA US/E-1 WiK Nov 30, 2005 07|7830 MPB|L3 Page 271
EXHAUST A340500/600
7832
MANUAL OPERATION OF THE TRANSLATING COWL

Manual Deploy Operation
Make sure the thrust reverser is deactivated for maintenance acc. AMM
Deactivate the applicable Tertiary Lock acc. AMM
WARNING: WHEN THE TRANSLATING COWL IS DEPLOYED, MAKE SURE
THAT THE MANUAL DRIVE UNIT (MDU) LOCK IS
INOPERATIVE.
Move the locking/unlocking lever of the upper and lower actuators to the
UNLOCKED position. This will unlock the primary locks.
Move the manual lever on the middle actuator to the UNLOCKED position. This
will make the Manual Drive Unit (MDU) operative.
Using a 3/8 in speed wrench engaged in the MDU, push and turn clockwise to
deploy the translating cowl until the stop is reached.
Move the manual lever to the LOCKED position to lock the translating cowl.
INHIBITION
NOTE: Make sure the translating cowl is locked by trying to turn the MDU LEVER
clockwise.
Manual Stow Operation

The stow procedure is the reverse of the deploy procedure. The Manual Drive Unit
(MDU) must be turned in a counterclockwise direction.
NOTE: Make sure you can hear the locking of the primary locks in the upper and
lower actuators.
SOLENOID
Figure 149 Tertiary Lock Actuator
FRA US/E-1 WiK Nov 30, 2005 08|7832 MPC|L2 Page 272
EXHAUST A340500/600
7832
A BODY
ELECTRO-
MECHANICAL
ACTUATOR
A
HOOK
LEVER
ACTIVE POSITION
INHIBITION
DEVICE
LEVER
ELECTRICAL INHIBITED POSITION
DETECTION
Figure 150 Tertiary Lock

EXHAUST A340500/600
7832
UNLOCKING LEVER
A
LOCKED/UNLOCKED
LOCKED/UNLOCKED SWITCH
SWITCH
A LOCKING AND FEEDBACK
LVDT
ACTUATOR (UPPER)
LOCKING AND FEEDBACK ACTUATOR (UPPER)
THRUST REVERSER AND

MANUAL DRIVE ACTUATOR
ACTUATOR (MIDDLE)
SYNCHRO
FLEX SHAFT MANUAL DRIVE
UNIT
MANUAL LEVER
THRUST REVERSER AND MANUAL DRIVE ACTUATOR (MIDDLE)
LOCKED/UNLOCKED
LOCKING ACTUATOR LOCKED/UNLOCKED SWITCH
(LOWER) SWITCH
UNLOCKING LEVER
LOCKING ACTUATOR (LOWER)
Figure 151 Thrust Reverser Actuators (Sheet 1/2)

EXHAUST A340500/600
7832
BALANCE
FLOW
SFS PIPE
LIMITER MANUAL LEVER
UNLOCKING
SFS LEVER
PS
PS
PS
UPPER
PS
LVDT SFS
MIDDLE
PS PROXIMITY SWITCH UNLOCKING MANUAL DRIVE

(LOCKED/UNLOCKED SWITCH LEVER SFS UNIT (MDU)
SFS ACTUATOR SYNCHRO FLEX SHAFT LOWER
Figure 152 Thrust Reverser Actuators (Sheet 2/2)
EXHAUST A340500/600
7831
783100 OPS TEST OF THE T/R VIA MCDU

WARNING: MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROL SURFACES ARE CLEAR BEFORE YOU PRESSURIZE/DEPRESSURIZE
A HYDRAULIC SYSTEM. MOVEMENT OF THE FLIGHT CONTROL SURFACES CAN BE DANGEROUS AND/OR CAUSE DAMAGE.
ACTION RESULT
Push the line key adjacent to the FADEC indication The SYSTEM REPORT/TEST ENG menu comes into view
Push the line key adjacent to the EEC 1, (2), (3), (4) CHAN A indication. The EEC 1, (2), (3), (4) CHAN A page comes into view
Push the line key adjacent to the ENG TESTS AND PROCEDURES indication. The ENGINE TESTS AND PROCEDURES page comes into view
Push the line key adjacent to the ENGINE TESTS indication The ENGINE TESTS page comes into view
Push the line key adjacent to the THRUST REVERSER TESTS indication The THRUST REVERSER TESTS page comes into view
Push the line key adjacent to the CYCLING TEST indication The CYCLING TEST page comes into view
Push the line key adjacent to the CONTINUE indication The CYCLING TEST page 1/3 comes into view
Push the down arrow command key The CYCLING TEST page 2/3 comes into view
Push the down arrow command key The CYCLING TEST page 3/3 comes into view
Push the line key adjacent to the START TEST indication
Wait for 10 seconds and push the line key adjacent to the CONFIRM START OF TEST indication
Within 50 seconds set throttle lever of own engine to REV IDLE The TEST IN PROGRESS 10S indication comes into view
The thrust reversers of the engine 1, (2), (3), (4) operate, on the EWD, the REV indication in the EPR
indicator of the engine 1, (2), (3), (4) must show in amber when the thrust reversers operate. It must
become green when the thrust reversers are fully deployed. The caution: THRUST REVERSER WILL
MOVE DURING TEST comes into view. When the thrust reverser is fully deployed, the REVERSER
CURRENTLY DEPLOYED indication comes into view.
NOTE: If you do not move the throttle lever within 50 seconds, the test is aborted. The MCDU shows
the MANUAL STOW ONLY indication and you must manually stow the T/R translating cowl.
Within 50 seconds set throttle lever of own engine to forward idle. The thrust reversers of the engine 1, (2), (3), (4) stow. On the EWD, the REV indication must be amber
when the thrust reversers operate. It must go out of view when the thrust reversers are stowed and
locked. If no faults are detected, the TEST OK indication comes into view. If the thrust reverser is not
detected stowed within 10 seconds or if you do not move throttle lever within 50 seconds the MANUAL
STOW ONLY indication comes into view. If a fault is detected, the failure message comes into view.
Push the line key adjacent to the TEST CLOSE UP
Repeat the procedure for the engine 1, (2), (3), (4) CHAN B
On the MCDU, push the line key adjacent to the RETURN indication until the MAINTENANCE MENU
1/2 page comes into view. Depressurize the aircraft hydraulic systems .
FRA US/E-1 WiK Nov 30, 2005 09|7832 Test|L2 Page 276
EXHAUST A340500/600
7831
& & & %

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!!

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! ( ! & !!! ( ! & &!
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+*
Figure 153 T/R Operational Test via MCDU (Sheet 1/3)

EXHAUST A340500/600
7831
& %
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+ + +
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EXHAUST A340500/600
7831
STEP 13 RESULT: OK STEP 13 RESULT: NOT OK
& & &

+ + +

1
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1
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!! ! !! ! !! !
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( &

ENGINE AIR A340500/600
7500
ATA 75 AIR
7500 AIR GENERAL
INTRODUCTION
The engine is internally cooled with air supplied from different sources to
decrease the engine temperature and for sealing the bearing chambers to
prevent internal leakage of oil.
FRA US/E-1 WiK Feb 10, 2006 01|7500 Gen|L1|B2 Page 280
7500
PRESSURIZED AIR
ENGINE BEARINGS
Figure 156 Engine Air System Introduction

FRA US/E-1 WiK Feb 10, 2006 01|7500 Gen|L1|B2 Page 281
ACCESSORY ZONE COOLING RB211 TRENT 500
7521
7521 ACCESSORY/ZONE COOLING

DESCRIPTION
The powerplant is divided into three primary fireresistant zones isolated from
each other by fireproof bulkheads and seals. The zones areas are as follows:
Zone 1 Fan Case Compartment
Zone 2 Intermediate Compressor Case Compartment
Zone 3 Core Engine Compartment
Calibrated airflows are supplied to the zones to keep the temperature around
the powerplant to an acceptable level. These airflows also provide a ventilation
function to prevent the accumulation of hazardous vapors.
Zone 1
Zone 1 is the annular space between the fan case and the fan cowl doors and
contains the accessory gearbox and associated accessories. The zone is
ventilated by ram air through an inlet in the nose cowl and is exhausted through
a louver vent in the RH fan cowl door.
Zone 2
Zone 2 is the annular space between the intermediate compressor case and
the gas generator core fairings. The zone contains both oil and fuel lines and
the VSV actuators. Air enters the zone through two holes in the upper gas
generator core fairings and is exhausted into the bypass casing through two
holes in the lower gas generator fairings. and is exhausted from the zone at the
lower forward end back into the fan stream.
Zone 3
Zone 3 is the area around the HP compressor case to the turbine cases and
under the thrust reverser inner wall. The zone contains fuel lines, oil lines and
other accessories. Air enters the zone from the fan exhaust duct through inlet
tubes in the inner surface of the Cducts. The air is exhausted through the
annulus between the Aft Core Cowl (ACC) and the primary exhaust nozzle.
FRA US/E-1 WiK Feb 10, 2006 02|7521 ACC|L2 Page 282
ACCESSORY ZONE COOLING RB211 TRENT 500
7521
ZONE 2
VENTILATION
INLET
ZONE 3
ZONE 1 VENTILATION
ZONE 1 INLET
VENTILATION
INLET ZONE 3
ZONE 2
ZONE 3
VENTILATION
EXIT
ZONE 1 VENTILATION EXIT

ZONE 2
VENTILATION
EXIT
Figure 157 Accessory Zone Cooling

FRA US/E-1 WiK Feb 10, 2006 02|7521 ACC|L2 Page 283
AIR A340500/600
NACELLE TEMPERATURE INDICATING RB211 TRENT 500
7541
7541 NACELLE TEMP INDICATING

DESCRIPTION
Purpose
A nacelle temperature thermocouple is installed in engine Zone 3. It supplies
Zone 3 air temperature (T Zone 3) signals for cockpit indication on the lower
ECAM screen.
Location
The nacelle temperature thermocouple is attached to a bracket at the rear of
the Turbine Case Cooling (TCC) valve.
System Description
The unit is a dual element insulated junction type thermocouple which contains
a terminal head assembly and two thermocouple elements. The output from
each element is connected together to provide a single average output to
channel A of the EECS. The signal is also made available to Channel B
through electrical circuits in the EEC.
Indication
The EEC continuously monitors the output from the nacelle temperature
thermocouple. If the EEC reads that the Zone 3 air temperature is higher than
the specified limit, it transmits an Advisory Indication to the cockpit. In this
condition the Nacelle Temperature Indication flashes in a Green color on the
lower ECAM display.
Nacelle temperature is indicated:
in green color in normal operation

in green pulsing color if the temperature exceeds 260 Deg C
(High nacelle temperature advisory).
An increase in the Zone 3 air temperature can be an indication of hot air
leakage from a duct.
NOTE: This above indication is replaced by starting sequence indications
while the starting sequence is performed.
FRA US/E-1 WiK Feb 10, 2006 03|7541 TZone|L2|B2 Page 284
AIR A340500/600
NACELLE TEMPERATURE INDICATING RB211 TRENT 500
7541

# #

A

A
NACELLE
TEMPERATURE

THERMOCOUPLE H %
(4008KS)
NEEDLE ADVISORY LEVEL

(NORMALLY GREEN) (260 Deg C)
Figure 158 Nacelle Temperature Indicating

FRA US/E-1 WiK Feb 10, 2006 03|7541 TZone|L2|B2 Page 285
COOLING AND SEALING RB211 TRENT 500
7522
7522 ENGINE COOLING AND SEALING

DESCRIPTION
The engine is internally cooled with air which is supplied by the Intermediate IP5 AIR
Pressure (IP) and the High Pressure (HP) compressors. This air is also used to The primary functions of the IP5 air are as follows:
seal the bearing chambers and to prevent the internal leakage of oil. The air
To cool the internal gearbox front wall
used to cool and pressurize the engine is supplied through external air tubes
and through internal routings. To cool and seal the IP compressor discs
Air which is supplied by the IP compressor is bled off at stages IP5 and IP8. Air To seal the annulus at the fan disc rear seal plate
which is supplied by the HP compressor is bled off at stages HP3 and HP6.
IP8 AIR
Internal areas of the engine which are at different pressures are isolated from
The primary functions of the IP8 air are as follows:
each other by labyrinth seals. These seals control the flow of air between the
different areas to makes the best use of each source of cooling air. To cool the IP compressor stage 6 (rear face), 7 and 8 discs
The temperature of the cooling and sealing air around the turbines is monitored To pressurize and seal the internal gearbox
by two turbine overheat thermocouples. To seal the HP compressor stage 1 at the annulus
To cool the HP compressor discs
HP3 AIR
To cool the HP turbine disc bore and the inner surfaces of the front and rear
The primary functions of the HP3 air are as follows:
drive arms
To cool the combustion inner case
To cool and seal the HP/IP turbine bearing chamber
To cool the HP/ IP turbine case
To cool the LP turbine stage 1 to 4 discs and seal stage 1 to 3 disc rims
To cool the IP turbine and LP turbine stage 1 shroud segments
To cool the LP and IP turbine shafts, the central oil tube, support tube and air
To cool the IP turbine nozzle guide vanes guide tube
To cool the HP turbine disc rear face and the IP turbine disc To pressurize and seal the tail bearing housing and cool the walls
To seal the HP turbine disc rear rim and IP turbine disc rim To pressurize the external gearbox seals
HP6 AIR To pressurize the front bearing housing seals
The primary functions of the HP6 air are as follows:

To cool the outer surface of the HP compressor drum aft of stage 6 rotor
To cool the HP turbine disc front face and coverplate
To seal the HP turbine disc front rim
To cool the HP turbine blades, nozzle guide vanes and HP turbine seal
segments
To cool the combustion chamber inner case and liner
FRA US/E-1 WiK Feb 10, 2006 04|7522 Cool|L2 Page 286
COOLING AND SEALING RB211 TRENT 500
7522
IP8 EXTERNAL SUPPLY

TO TAIL BEARING HOUSING
INTERMEDIATE
PRESSURE
COMPRESSOR
LOW
PRESSURE
COMPRESSOR
IP TURBINE
HIGH PRESSURE HP TURBINE

COMPRESSOR LP TURBINE
INTERNAL
GEARBOX
IP5 AIR HP1 AIR HP6 AIR
AIR/OIL MIST IP8 AIR HP3 AIR INGESTION
FRONT BEARING HOUSING
Figure 159 Engine Cooling and Sealing Airflow

FRA US/E-1 WiK Feb 10, 2006 04|7522 Cool|L2 Page 287
AIR A340500/600
TURBINE CASE COOLING RB211 TRENT 500
7524
7524 TURBINE CASE COOLING (TCC)

DESCRIPTION
Purpose
The turbine case cooling system is used to cool the turbine cases to keep them
in satisfactory temperature limits. The system can also supply cooling air flow
during cruise conditions to control the IP/HP turbine blade tip clearances by
reducing the thermal growth of the turbine cases. This is to increase the
performance of the turbines.
Introduction
The Turbine Case Cooling system (TCC) consists of one common Turbine
Case Cooling Valve, a HP- and an IP/LP-Cooling Manifold Assembly for
cooling HP, and IP/LP turbine cases.
The EEC controls the HP and IP/LP TCC system opening or closing by
energizing solenoid valves to allow fan air flow to cool the turbine case. The
muscle pressure for the valve actuators is HP3 air.
FRA US/E-1 WiK Feb 11, 2006 05|7524 TCC|L2 Page 288
AIR A340500/600
7524
SOLENOID
VALVE
NOTE:
ACTUATOR The Solenoid Valves, Actuators
and Gate Valves are located in
on common assembly.
ENGINE
ELECTRONIC
FAN AIR
CONTROLLER
HP3
HP3
FAN AIR
BUTTERFLY
VALVE
ACTUATOR
SOLENOID
VALVE
Figure 160 Turbine Case Cooling Basic Schematic

AIR A340500/600
7524
Location
The TCC valve is a Y-shaped duct/valve assembly attached to the HP- and the
IP/LP-Turbine Cooling Manifold assemblies on the core engine cases L/H side.
Three support struts hold the weight of the duct/valve assembly.
In all conditions but cruise, the system supplies air to cool the IP and the LP
turbine cases only. The source of this air is the LP compressor exit (bypass)
flow. This is supplied through one the valves in the TCC valve assembly.
Although the valve is in the closed position, a leakage of air (of approximately
half of the full flow) is permitted to go into the IP turbine cooling manifold
assembly. This air then flows through the LP turbine case cooling duct
assembly and into engine Zone 3.
During cruise conditions the EEC opens the two TCC valves. The TCC valve
assembly then supplies two outlet air flows. One to the HP turbine cooling
manifold assembly and the other to the IP turbine cooling manifold assembly.
These manifold assemblies let the air flow directly on to the rear of the
combustion outer case (in line with the HP turbine) and the IP turbine case.
This air cools the cases, which causes them to become smaller. As a result of
this, the HP/IP turbine tip clearances are decreased, thus the performance of
the turbines is increased. The air in the HP turbine cooling manifold assembly
then flows directly into engine Zone 3 (Ref. 752100). The air in the IP turbine
case cooling manifold then flows through the LP turbine case cooling duct
assembly and into engine Zone 3.
AIR A340500/600
7524
HP TURBINE COOLING
MANIFOLD ASSEMBLY
IP TURBINE COOLING
MANIFOLD ASSEMBLY
LP TURBINE CASE
COOLING DUCT
ASSEMBLY
A TCC-VALVE A
HP
ACTUATOR
SOLENOID
COOLING
SHROUD
HP OUTLET TCC VALVE

FLANGE
IP/LP
FAN AIR OUTLET
INLET FLANGE
IP/LP
ACTUATOR
Figure 161 Turbine Case Cooling System Components

AIR A340500/600
TURBINE CASE CCOLING RB211 TRENT 500
7524
OPERATION
Description System Malfunction and Monitoring
The EEC controls the flow of cooling air to the HP and IP turbine cooling If there is a failure of the system or the HP3 air supply, the actuators will
manifold assemblies as a function of automatically move to the closed position (caused by spring pressure),
EPR (or N1 in reversionary mode) resulting in large turbine tip clearances. I.e. the failsafe position of the valve is
closed. This makes sure that the clearance at the turbine tips is not decreased
Mach No
in the incorrect conditions.
Altitude
Because there is no feedback signal of the actual valve positions to the EEC, a
In all conditions but cruise, the EEC removes power from the TCC valve to mechanical system malfunction will only be realized by higher fuel consumption
keep it in the closed position. In the closed position, a leakage of air (of due to lower turbine efficiency caused by larger tip clearances.
approximately half of the full flow) is permitted to flow into the IP turbine cooling
Electrical failures of the Solenoid Valves are sensed by the EEC and will lead
manifold assembly. This air then flows through the LP turbine case cooling duct
to a CMS Maintenance Status.
and into engine Zone 3. Thus the IP and the LP turbine cases are kept cool.
In cruise conditions only, the EEC energizes the solenoid valves on the TCC
valve to supply HP3 servo air to the actuators. This causes the actuators to
extend and open the butterfly valves. Thus LP compressor exit air is supplied
from the engine bypass flow to the HP and IP turbine cooling manifold
assemblies. This air flows through impingement holes in the manifold
assemblies directly on to the rear of the combustion outer case and the IP
turbine case. It then flows through the LP turbine case cooling duct and into
engine Zone 3. This causes the cases to contract, the turbine tip clearances to
decrease and thus the performance of the turbines to increase.
When the EEC removes electrical power from the solenoid valves, it causes
the supply of HP3 servo air to vent into engine Zone 3. This causes return
springs to move each actuator, and thus move the related butterfly valve to the
closed position. The flow of cooling air into the manifold assemblies is now
decreased and thus the temperature of the turbine cases increases. This
causes the cases to expand and the clearance at the turbine blade tips to
increase.
AIR A340500/600
TURBINE CASE CCOLING RB211 TRENT 500
7524
N1
EPR BACKUP Mn ALT
EEC NOTE:
CHANNEL CHANNEL
Turbine Case Cooling (TCC)
A B Solenoid Valves shown ENERGIZED

COOLING OUTLET

TCC VALVE SS SS TCC VALVE
DETAIL A
TURBINE TIP
CLEARANCE

HP3
AIR

COOLING INLET VENT VENT DUAL

SOLENOID
F VALVE
A

N
A

LINER

I ASSEMBLY
R

BUTTERFLY TO ZONE 3

VALVE

BUTTERFLY
TO ZONE 3
1 2 3 4 5
VALVE DETAIL A
HP TURBINE IP TURBINE LP TURBINE
Figure 162 Turbine Case Cooling System Schematic

AIR A340500/600
COMPRESSOR AIRFLOW CONTROL RB211 TRENT 500
7533
7533 IPC/HPC AIRFLOW CONTROL

INTRODUCTION
General
The Intermediate Pressure (IP) / High Pressure (HP) compressor airflow
control system is used to make sure of surge and stall free operation of the
engine at all power settings and flight conditions.
At lower engine speeds, the bleed valves are open to bleed some of the
compressor airflow to prevent surge/stall conditions. The bleed air is
discharged in the thrust reverser cowl and mixed with the fan airstream.
The bleed valves are closed at higher engine speeds to supply full airflow
through the IP and HP compressors.
To control the airflow, the system uses:
Variable Inlet Guide Vanes (VIGVs) and Variable Stator Vanes (VSVs)
Compressor Bleed Valves
The Engine Electronic Controller (EEC) controls the operation of the IP/HP
compressor airflow control system.
FRA US/E-1 WiK Feb 11, 2006 07|7533 Airflow|L1 Page 294
AIR A340500/600
7533

VARIABLE STATOR VANES

AIRFLOW
ELECTRONIC
ENGINE

CONTROLLER


AIRFLOW

BLEED VALVES

Figure 163 Compressor Airflow Control Presentation
AIR A340500/600
7533
DESCRIPTION
System Design VIGV/VSV Control System
The engine compressor system is designed to produce high pressure ratios in The IP compressor VIGV/VSV system consists of the following units:
the higher RPM range in which the engine normally operates. In the lower RPM VIGV/VSV Control Valve in the HMU
range the airflow through the IP and HP compressors becomes unstable
Two VIGV/VSV Actuators
especially during acceleration and deceleration. It is therefore necessary to
have airflow control devices to provide a stable compressor airflow during VIGV/VSV Actuating Mechanism
starting and lower power operation. The EECS controls the airflow control The EECS is constantly monitoring the speed and inlet pressure of the IP
system. compressor. When these conditions change during acceleration or deceleration
the EECS will send a signal to the VIGV/VSV control valve torque motor. The
IP Compressor Airflow Control control valve responds by directing HP fuel pressure to either extend or retract
The IP compressor airflow control system consists of: the actuators. The VIGV/VSV actuating mechanism changes the linear
Variable Inlet Guide Vanes (VIGVs) at inlet to compressor movement of the actuators into a movement which turns the VIGVs and VSVs
and changes the angle of attack of the vanes to the airflow.
Two stages of Variable Stator Vanes (VSVs)
Linear Variable Differential Transducers (LVDT) send signals back to the EECS
Three bleed valves at stage 8
confirming the position of the actuators.
The VIGVs and VSVs control the angle of the air supplied to the first three
stages of the IP compressor. The angle of the VIGVs and VSVs is changed to VBV Control System
adapt to different conditions of compressor operation and helps to prevent The left and right bleed valve controllers operate three IP compressor stage 8
compressor stall/surge conditions. and three HP compressor stage 3 bleed valves.
HP Compressor Airflow Control The left bleed valve controller contains three solenoid valves and the right
bleed valve controller contains four solenoid valves. Each of the solenoid
The HP compressor airflow control system consists of:
valves can be independently operated with signals from the EEC.
Three bleed valves at stage 3
The bleed valves are pneumatically opened and closed as air is vented by the
IP and HP Bleed Valves solenoid valves (in the controllers).
At lower engine speeds the bleed valves are open bleeding some of the
compressor airflow into the bypass duct to prevent stall/surge conditions. The
bleed valves are closed at higher engine speeds to provide full airflow through
the IP and HP compressors. All the bleed valves are two position valves only
and are either open or closed. The failsafe position of all the bleed valves is
open.
AIR A340500/600
7533
VIGV VSV 1 VSV 2

TO BURNERS

L/H BLEED VALVE
CONTROLLER

IP8.3

FUEL SOLENOID
BLEED VALVES
PUMP HP3 AIR

LP HP

SOLENOID HP3.3

H
M
SERVO TM

SOLENOID IP8.4

VALVE
U

R/H BLEED VALVE

CONTROLLER
L

LH VSV/VIGV V
ACTUATOR D

SOLENOID HP3.1
BLEED VALVES
T

EEC

SOLENOID IP8.1


CHAN A CHAN B
L
SOLENOID

HP3.2

RH VSV/VIGV V
ACTUATOR D SOLENOID (IP 8.2 blanked)
T HP3 AIR

Figure 164 IP/HP Compressor Airflow Control Schematic
AIR A340500/600
7533
COMPONENT LOCATION
VIGV/VSV Actuators
The left hand VIGV/VSV Actuator is attached to the intermediate case at
9 oclock position.
The right hand VIGV/VSV Actuator is attached to the intermediate case at
3 oclock position.
Left Hand and Right Hand Bleed Valve Controllers

The left hand Bleed Valve Controller is attached underneath the gas generator
fairing to the intermediate case at 10 oclock position.
The right hand Bleed Valve Controller is attached underneath the gas generator
fairing to the intermediate case at 2 oclock position.
IP and HP Bleed Valves
The IP8 Bleed Valves are numbered and positioned as follows viewed looking
forwards (starting counting at12 oclock clockwise):
No.1 Top right (also designated as 8.1)
No.2 Bottom right (blanked, also designated as 8.2)
No.3 Bottom left (also designated as 8.3)
No.4 Top left (also designated as 8.4)
The HP3 Bleed Valves are numbered and positioned as follows viewed looking
forwards (starting counting at12 oclock clockwise):
No.1 Top right (also designated as 3.1)
No.2 Bottom right (also designated as 3.2)
No.3 Bottom left (also designated as 3.3)
AIR A340500/600
7533
page 162

R/H BLEED VALVE

L/H BLEED VALVE
CONTROLLER CONTROLLER

L/H VSV
ACTUATOR

IP BLEED VALVE

(TOP RIGHT)
IP BLEED VALVE
(TOP LEFT)
R/H VSV

ACTUATOR

IP BLEED VALVE
(BOTTOM LEFT)

HP BLEED VALVE

(BOTTOM LEFT)
HP BLEED VALVE
(TOP RIGHT)
HP BLEED VALVE
(BOTTOM RIGHT)
Figure 165 Compressor Airflow Components

AIR A340500/600
7533
VSV SYSTEM OPERATION

System Behavior
The VIGVs/VSVs are adjusted during starting, acceleration, deceleration and
specific conditions to enable the correct operation of the IP and the HP
compressors.
The EEC uses N2 shaft speed signals and T20 compressor temperature
signals to control the angular position of the VIGVs/VSVs, If these signals are
not available it uses Engine Pressure Ratio (EPR) as back up parameter.
From these signals it calculates a torque motor electrical current to supply the
VIGV/VSV control servo valve in the HMU. Fuel lines from the HMU control the
motion of both VSV actuators to either retract or extend.
Starting
During an engine start the VIGVs/VSVs are held in the closed position until
8 percent N3. The three IP and three HP bleed valves are held in the open
position during engine start.
Engine Acceleration
As the engine speed increases the VIGVs/VSVs start to move to the open
position (high speed position). During engine acceleration the EEC controls the
sequence in which the bleed valves close.
Engine Deceleration
As the engine speed decreases the VIGVs/VSVs start to move to their closed
position (low speed position). During engine deceleration the EEC controls the
sequence in which the bleed valves open.
System Monitoring and Malfunction
Each LVDT sends the actuator position feedback to its associated EEC
channel. If a torque motor electrical supply failure occurs or if both LVDT
feedback signals are lost, the VIGVs/VSVs are moved to their failsafe position
(closed position) which is a low speed position.
FRA US/E-1 WiK Feb 12, 2006 09|7533 VSV|L3 Page 300
AIR A340500/600
7533

VIGV

VSV 1 VSV 2 TO BURNERS

N2 T20 (EPR)

FUEL

PUMP
EEC

LP HP
H

M
U
SERVO
VALVE
TM

CHAN A CHAN B

L
LH VSV/VIGV V
ACTUATOR D
T
L
RH VSV/VIGV V
ACTUATOR D
T
Figure 166 VSV Control Schematic

AIR A340500/600
7533
VSV COMPONENT DESCRIPTION

VIGV/VSV Control Servo Valve
The VIGV/VSV control servo valve used for adjusting the actuators position is
fitted in the fuel system HMU. It is hydraulically operated by the engine fuel
pump pressure and electrically controlled by the EEC through a dual coil torque
motor (TM).
VIGV/VSV Actuators
Two identical hydraulic actuators provide the muscle force to move the
VIGV/VSV mechanism to the required position. They are mounted on brackets
attached to the IP compressor case and the intermediate casing at
approximately the 3 and 9 oclock positions. These actuators are connected by
fuel lines to the HMU VIGV/VSV control servo valve.
Fuel muscle pressure is used to extend or retract the VIGV/VSV actuators.
When the actuator retracts, the VSVs open and when it extends, the VSVs
close.
Each actuator is fitted with a Linear Variable Differential Transducer (LVDT) for
position feedback. The left actuator sends the LVDT information to EEC
channel A and, respectively, the right actuator sends the LVDT information to
EEC channel B. The EECS channel in control only uses the input from its own
LVDT. If that signal is lost, it will then use the input signal from the other
channel.
Each actuator is also equipped with a fuel drain connection to the drain mast
for internal leak detection.
VIGV/VSV Actuating Mechanism
The VIGV/VSV actuating mechanism is installed around the LP/IP bearing
support assembly and the IP compressor case. It changes the linear movement
of the actuator to the angular movement of the VIGVs/VSVs. This actuating
system includes rods, bellcranks and unison rings.
AIR A340500/600
7533
L/H VSV
ACTUATOR
EEC
FEEDBACK SIGNAL CHANNEL CHANNEL
A B
VSV UNISON
RING STAGE 2 L/H VSV ACTUATOR
HMU

FEEDBACK SIGNAL

SERVO
VALVE
SUPPLY
VIGV UNISON RING
RETURN
EXTEND
BELLCRANK
RETRACT
R/H VSV
VSV UNISON ACTUATOR
RING STAGE 1
Figure 167 VIGV/VSV Control System

AIR A340500/600
7533
VBV COMPONENT DESCRIPTION

Bleed Valve Controller
The Bleed Valve Controllers are pneumatically connected through rigid tube
routings to their related bleed valves, and electrically connected through engine
harnesses to the EEC. Air at HP compressor stage 3 (HP3) pressure is
supplied to the controllers through tube routings from the HP compressor case.
The left bleed valve controller contains three solenoid valves and the right
bleed valve controller contains four solenoid valves. Each of the solenoid
valves can be independently operated with signals from the EEC.
The left bleed controller operates the two IP bleed valves and the HP bleed
valve at the left side of the engine (when you look from the rear of the engine).
The right bleed valve controller operates the IP bleed valve and the two HP
bleed valves at the right side of the engine. The bleed valves are pneumatically
opened and closed as air is supplied/vented by the solenoid valves (in the
controllers). Each solenoid valve is an assembly of a solenoid housing, vent
valve body and inlet valve body.
Bleed Valves
The three IP bleed valves are installed on and around the intermediate case
and are aligned with stage 8 of the IP compressor. The three HP bleed valves
are installed near to the front of the combustion outer case and are aligned with
stage 3 of the HP compressor.
The bleed valves are installed in a bleed valve base duct assembly. A
perforated silencer/seal assembly is attached with bolts to the end of each
transition duct assembly. The silencers go through openings in the Cduct to
supply bleed air into the engine bypass airflow.
Each Bleed Valve has a body which contains a piston and a spring. The
movement of the piston opens and closes the bleed valve. When the engine is
not in operation the spring pressure holds the bleed valve in the open position.
This gives the correct airflow through the IP compressor for engine start.
FRA US/E-1 WiK Feb 12, 2006 10|7533 VBV|L3 Page 304
AIR A340500/600
7533
HP3 AIR
SUPPLY

HP 3.1 SUPPLY PERFORATED SILENCER

IP 8.1 SUPPLY
C-DUCT

HP 3.2 SUPPLY

(IP 8.2 blanked)
SEAL

R/H BLEED
VALVE CONTROLLER
TRANSITION DUCT
ASSEMBLY
HP3 AIR
SUPPLY
IP 8.3 SUPPLY

IP BLEED VALVE
HP 3.3 SUPPLY

IP 8.4 SUPPLY

HP BLEED

VALVE
L/H BLEED
VALVE CONTROLLER

SOLENOIDS
(3 OFF)
C-DUCT
Figure 168 Compressor Bleed System Components

AIR A340500/600
7533
VBV SYSTEM OPERATION

System Behavior
IP and HP bleed valves are controlled to open during engine starting, at low
engine speeds and during specific conditions. They are used to bleed a
proportion of IP or HP compressor air into the engine bypass duct.
The scheduling of each bleed valve is individual computed by the EEC and
controlled through the solenoids within the two bleed valves controllers. Each
solenoid valve is connected to both channels of the EEC. Thus each EEC
channel is able to control both Bleed Valve Controllers.
IP Bleed Valves
The EEC uses N2 shaft speed signals, T20 compressor temperature signals
and Throttle Resolver Angle (TRA) to control the IP bleed valves. These
signals control the open/closed position of the IP bleed valves.
HP Bleed Valves
The EEC uses N3 shaft speed signals, T20 compressor temperature and
Throttle Resolver Angle (TRA) signals to control the HP bleed valves. These
signals control the open/closed position of the HP bleed valves. The EECS will
carry out an automatic bleed valve test (HP only) at top of descent if the engine
is in steady state condition.
System Monitoring and Malfunction
The EECS can carry out continuity checks between the EECS and the bleed
valve controllers and will set a fault message for failure of continuity. However,
there is no feedback to the EECS to confirm that the bleed valve has operated
correctly. If a bleed valve is not operating it will show itself by either of the
following:
Valve open when it should be closed:

This will bleed air from the compressor at the higher RPM range and will show
an increase in TGT. This may be observed by the aircrew, but will certainly
show itself on condition monitoring as a step change.
Valve closed when it should be open:
This is likely to show itself during starting with a tendency to cause hung/hot
starts.
AIR A340500/600
7533
N2 N3 T20 (EPR) TRA

L/H BLEED VALVE

CONTROLLER

SOLENOID IP8.3
BLEED VALVES

HP3 AIR
EEC

SOLENOID HP3.3

SOLENOID IP8.4
CHAN A CHAN B
R/H BLEED VALVE

CONTROLLER

SOLENOID HP3.1
BLEED VALVES

SOLENOID IP8.1

SOLENOID HP3.2

SOLENOID

HP3 AIR
Figure 169 VBV Control Schematic

AIR A340500/600
7533
Solenoid Valve
The solenoid housing contains two coils. One coil is electrically connected to
EEC channel A and the other coil is electrically connected to EEC channel B. If
a failure of one of the coils occurs, the remaining coil can operate the solenoid
valve. The vent valve body contains a vent valve and a spring. There is a
related vent opening on the outer surface of the body (identified as Vent A).
The inlet valve body contains an inlet valve, a piston and a spring. HP3 air is
supplied from an air offtake on the HP compressor case to the air inlet in the
body. An inlet/outlet in the body supplies/vents HP3 air to/from the related
bleed valve. There is a related vent opening on the outer surface of the body
(identified as Vent B).
When the engine is in operation, HP3 air is supplied through a rigid tube to the
pneumatic connection on each controller. This air is then supplied internally to
the solenoid valves.
Bleed Valve Selection - OPEN (Solenoid Deenergized)
When the coils in the solenoid valve are not energized, springs move the vent
valve to close vent A. This allows HP3 air into chamber A; moving the piston to
the right. The piston moves the inlet valve against the spring. The piston has
also closed vent B and opened the inlet valve. HP3 air can now flow through
the opened inlet valve into the HP3 servo tube to the bleed valve servo
chamber.
For IP Bleed Valves:
HP3 servo air is supplied from the solenoid valve to the servo chamber. IP
compressor air is also supplied to the top chamber through holes in the top of
the piston. The servo chamber pressure added to the spring pressure is larger
than the pressure in the top chamber. Thus this larger pressure moves the
piston up which opens the bleed valve.
For HP Bleed Valves:

HP3 servo air is supplied through the solenoid valve to the servo chamber. HP3
compressor air is also supplied to the top and the bottom chambers. The servo
chamber pressure added to the pressure of the spring is larger than the sum of
the pressures in the top and bottom chambers. Thus this larger pressure
moves the piston/valve seat assembly up which opens the bleed valve.
AIR A340500/600
7533

SOLENOID VALVE PISTON
VENT A

COIL COIL

HP3 AIR

INLET

NOTE:

HP3 SERVO AIR TUBE

Solenoid Valve is shown in

DEENERGIZED CONDITION

INLET VALVE

CHAMBER A
VENT VALVE CHAMBER B

HP BLEED VALVE

TOP
CHAMBER

SPRING
IP BLEED VALVE SERVO

CHAMBER
TOP

CHAMBER
SERVO

BOTTOM
CHAMBER

CHAMBER

IP8 AIR HP3 AIR
Figure 170 Bleed Valve Operation - OPEN

AIR A340500/600
7533
Bleed Valve Selection - CLOSE (Solenoid Energized)
When the coils in the solenoid are energized the vent valve moves to the left.
This action allows HP3 air in chamber A to vent through vent A.
HP3 air inlet pressure combined with spring pressure in chamber B moves the
piston to the left. HP3 servo air then vents through vent B in the solenoid valve.
This causes a reduction in pressure in the bleed valve servo chamber.
For IP Bleed Valves:
The air pressure in the top chamber (which is larger than the spring pressure)
then moves the piston down and closes the outlet openings in the bleed valve
body. This stops the bleed of IP compressor stage 8 air (into the engine
bypass flow).
For HP Bleed Valves:
The sum of the pressures in the top and the bottom chambers is then larger
than the pressure of the spring. This larger pressure then moves the
piston/valve seat assembly down which closes the outlet openings in the bleed
valve body. This stops the bleed of HP compressor stage 3 air (into the engine
bypass flow).
AIR A340500/600
7533

SOLENOID VALVE

PISTON
VENT B

COIL COIL
HP3 AIR

INLET

NOTE:

Solenoid Valve is shown in

HP3 SERVO AIR TUBE

ENERGIZED CONDITION

INLET VALVE

VENT VALVE CHAMBER B

HP BLEED VALVE

IP BLEED VALVE

TOP
CHAMBER

SERVO
CHAMBER
TOP

CHAMBER
BOTTOM
SERVO

CHAMBER

CHAMBER

IP8 AIR

HP3 AIR
Figure 171 Bleed Valve Operation - CLOSE
COMPRESSOR AIRFLOW CONTROL A340500/600
7533
VSV - OPERATIONAL TEST
& & & %

! !
!! !
! +( ! !
!!

! ! ! &! !!!
!
&!
! & ! &+! (
!! ! !

!! !! ! !! !

& & &
! ! ! ! ! !

$ $
!+ ! ! !+ ! ! !!

$
-+ !! !
!( !
!
!! ! !! ! !! !
Figure 172 Engine Tests - Variable Stator Vane Test (1/2)
FRA US/E-1 WiK Feb 12, 2006 11|7533 VSV Test|L2 Page 312
COMPRESSOR AIRFLOW CONTROL A340500/600
7533
Validated N3 has not reached

RESULT: OK 10% within time limit
& & &

! ! ! ! ! !

!

(

! ! !
RESULT: NOT OK
& & &

! ! ! ! ! !

1
1
! ')1'* ( """"""
"""" """" """" """" """"
""""""""""""""
%%
(

!%
(% ! """
% ""%"" %
! ! !! !
Test failed criteria but not possible to fail

an LRU. Example low or no fuel pressure,
complete failure of VSV mechanism
Figure 173 Engine Tests - Variable Stator Vane Test (2/2)

FRA US/E-1 WiK Feb 12, 2006 11|7533 VSV Test|L2 Page 313
ICE AND RAIN PROTECTION A340500/600
ENGINE AIR INTAKE ICE PROTECTION RB211 TRENT 500
3021
ATA 30 ICE & RAIN PROTECTION

3021 ENG AIR INTAKE ICE PROTECTION
GENERAL
Introduction
Ice may form on the leading edge of the Inlet Cowl, Spinner and P20/T20
probe when the engine is operating in conditions of low temperature and high
humidity. Ice build up could affect engine performance and could cause
damage to the compressor from ice ingestion.
To prevent ice formation, antiicing protection is provided to the following
areas:
Inlet Cowl leading edge (Thermal)
P20/T20 Probe (Thermal)
Spinner (Dynamic)
Inlet Cowl Leading Edge
The area inside the chamber on the inlet cowl leading edge is heated by hot air
from the HP compressor stage 3 when the antiice valve is open.
P20/T20 Probe
The P20/T20 probe is heated by a single electrical heating element during
engine operation. The electrical current for heating of the probe is provided by
the aircraft system via the Power Convertor module in the EECS.
Spinner
A solid rubber tip that vibrates naturally to break up and dislodge the ice
immediately it starts to form, protects the spinner from ice build up.
Controls
The ANTI ICE/ENG pushbutton switch located on the ANTI ICE section of the
panel 225VU is used to control the engine anti ice system.
FRA US/E-1 WiK Dez 17, 2005 01|3021 TAI|L1|B2 Page 314
3021
SPINNER P20/T20 PROBE
A


FAULT FAULT
FAULT FAULT
INLET COWL

ON ON
ON ON
LEADING EDGE
Figure 174 Engine Ice Protection Presentation

FRA US/E-1 WiK Dez 17, 2005 01|3021 TAI|L1|B2 Page 315
3021
DESCRIPTION
System Design
Engineairintake ice protection uses air bled from the engine compressor to THERMAL ANTI ICE VALVE
heat the nose cowls. Each engine installation is independent and each engine
air intake has an independent iceprotection system.
The air bled from the third stage of the engine HP compressor is circulated
through ducts, orifices and a pressureregulating and shutoff anti ice valve. It is
then sprayed through a piccolo tube into the nose cowl lip.
The anti ice ducting consists of four successive ducts, from the engine bleed
port to the piccolo tube. The air is then discharged overboard via an exhaust
located in the outer barrel.
A venturi restrictor installed at the interface between the engine and the nose
cowl, limits the bleed airflow of the 3rd HP stage if the pressure regulating
valve is locked in the open position.
The piccolo tube distributes the hot air for antiicing all around the nose cowl
lip. Spent antiicing air is discharged overboard to the external airstream
through the exhaust duct and the exhaust grid.
The pressure regulating valve is of the butterfly type and is powered through a
solenoid that operates a servo mechanism. The pressure regulating valve
performs both pressure regulation and ON/OFF control. System monitoring is
achieved by a Low Pressure and a High Pressure Switch.
SOLENOID
LP-SWITCH
HP-SWITCH
Figure 175 TAI-Valve Components
FRA US/E-1 WiK Dez 17, 2005 02|3021 Ducting|L2|B2 Page 316
3021
PICCOLO
TUBE
TAI AIR
EXHAUST
SUPPLY DUCT FWD DUCT ANTI ICE PRESSURE LOWER DUCT UPPER DUCT
REGULATING VALVE FROM HP STAGE 3
VENTURI
RESTRICTOR
Figure 176 Engine TAI Ducting

FRA US/E-1 WiK Dez 17, 2005 02|3021 Ducting|L2|B2 Page 317
3021

The control and indicating components are located on the overhead panel, on
the ANTI ICE section of the panel 225VU. Four pushbutton switches
designated ENG 1 (2), (3), (4) are available, each associated with one engine.
Normal Function
When you push the pushbutton switch, the ON legend comes on (blue) and the
system is selected ON. The anti ice valve solenoid is deenergized, the valve
opens and regulates downstream pressure at 62 psi. An ENG ANTI ICE ON
indication is displayed in green on the MEMO page on the lower part of the
Engine/Warning Display (EWD) if at least one engine air intake ice protection
system is selected ON.
When you release the pushbutton switch the ON legend distinguishes, the
solenoid is energized and the anti ice valve closes.
System Malfunction
System faults are detected by a logic that combines:
the pushbutton switch configuration
the pressure downstream of the pressure regulating valve sensed by the
Low Pressure (LP) switch and the High Pressure (HP) switch of the valve.
If the system is switched OFF (ON legend is off), illumination of the FAULT
legend (amber) indicates that the pressure regulating valve is not fully closed.
If the system is selected ON (ON legend is on), illumination of the FAULT
legend indicates that the pressure regulating valve is not fully open.
In both failure cases the fault legend of the anti ice pushbutton switch
illuminates because of a disagree between the switch and the actual valve
position feedback sensed by the Low Pressure Switch. The following warnings
are triggered:
Activation of the single chime
Flashing of the MASTER CAUT LIGHT
Warning message on the lower part of the EWD
NOTE: The fault light also illuminates during valve transit.
If pressure downstream of the TAI Valve becomes excessive the highpressure
switch will function, this operation gives indication to the cockpit and produces
a maintenance message.
FRA US/E-1 WiK Dez 17, 2005 03|3021 Ops|L3|B2 Page 318
3021
ENG 1
ECAM
FAULT

MASTER
CAUT

A.ICE ENG1 VALVE CLOSED ENG.A.ICE
ON
SDAC ZONE
1 CTLR
2

EIVMU

ENGINE
ELECTRONIC

CONTROLLER
CMC


LOW HIGH

PRESSURE PRESSURE

SWITCH SWITCH

S
DOWNSTREAM
SENSING LINE

TAI VALVE
HP3 AIR
Figure 177 Engine-TAI System Schematic

3021
INTERFACE
EIVMU
The EIVMU receives the information related to the position of the ANTI
ICE/ENG pushbutton switch and transmits it to the FADEC by an ARINC 429
bus. The FADEC uses this bit to select the continuous ignition.
ZONE CONTROLLER
The zone controller receives the information related to the position of the ANTI
ICE/ENG pushbutton switch or to the position of the pressure regulating valve
(this data is the result of a logic between the valve LP switch and the
pushbutton switch position). The controller uses this data to calculate the bleed
status coefficients. These coefficients are then sent to the FADEC through the
EIVMU for control of engine idle rating to meet bleed airpressure and
temperature demand.
SDAC
If the position of the ANTI ICE/ENG pushbutton switch does not agree with the
position of the valve LP switch, a discrete signal is sent to the SDAC. This
signal is then transmitted to the Flight Warning Computer (FWC) for display of
an ECAM warning message.
EEC
If the pressure regulating valve fails in the open position, the EEC receives a
signal from the valve HP switch and transmits it to the Central Maintenance
Computer (CMC) for display of a maintenance message.
3021

225VU

5VAC FUSE
BRT/DIM

3314 SCH11
XFMR

+28VDC RLY TEST

TEST
+28VDC
UNSD
ENG NACELLE
ANTI ICE STATUS (L1)

FROM
RLY FAULT 3314 L1 + L2

ANNUNCIATOR LT CTL UNIT
MODULE DIODE UNIT
ZONE CONTROLLER
NOT CLOSED LP
CLOSED SW

ENERGIZED
28VDC CLOSED
BUS CHANNEL B UNSD SPARE

ATA 2453
ENG ANTI ICE
P/BSW HI HP
TAI HP LO

SW
C/B ANTI ICE UNSD

EEC
ENG TAI VALVE

ENG ANTI ICE PRESS
REG VALVE FAULT
ANTI ICE ENG


P/BSW ON
ATA 3042
SDAC-1 UNSD
UNSD

ENG ANTI ICE PRESS
REG VALVE FAULT
ATA 3042
ANTI ICE ENG

P/BSW ON
SDAC-2
Figure 178 TAI System Electrical Schematic

3021
THERMAL ANTI ICE VALVE

Functional Operation Low Pressure Switch
The engine anti ice valve is a solenoidoperated, pneumaticallyactuated, An LP switch in the valve indicates the correct opening and closing of the
pressure regulator and shut off valve. valve. The pressure operating setting of this switch is shown below:
The inlet air used for actuator muscle pressure is ducted from the inlet side of Downstream Pressure > 6 psi Pressure Switch closed
the valve to the actuator through a long tube. When pressure is applied to the
valve, the retract side of the piston is pressurized whether the solenoid is Downstream Pressure Switch Position
energized or deenergized. < 3 psi SET
When the solenoid is energized, the solenoid poppet moves to block the flow of
> 6 psi RESET
air to the extend side of the piston, so that the valve butterfly is moved to the
closed position. This setting is selected to give correct monitoring of the system at the lowest
When the solenoid is deenergized, the solenoid poppet moves to the enginepower settings for the ground and flight idle rating.
springloaded retract position, and inlet air pressurizes the extend side of the
poppet. This pressure on the extend side area, combined with the force due to High Pressure Switch
the actuator spring and the clock spring in the valve, is sufficient to overcome An HP switch in the valve monitors the regulation function of the valve. In
the inlet air pressure on the retract side of the poppet and all opposing frictions, normal operation, the HP switch is open. It closes when the valve fails to
so the valve butterfly is moved to the open or regulating position. regulate the pressure, which causes an abnormally high pressure downstream
The downstream pressure acts on the HP and the LP switches as well as the of the valve. The pressure operating setting of this switch is shown below:
diaphragm of the pilot regulator. The pressure on the LP switch causes the
switch to close when the downstream pressure exceeds the set point (set Downstream Pressure SET / RESET
below the minimum required operating pressure). The pressure to the HP > 85 psi SET
switch causes the switch to close when the downstream pressure exceeds the
< 75 psi RESET
set point (set above the required regulation band).
Before start up with no flow in the system, and no electrical supply to the The closing pressure of the switch is set to be sufficiently higher than the
solenoid, the butterfly valve remains open by the action of the spring. A soon maximum regulating pressure of the valve (67 psi) to prevent an inadvertent
as a start is initiated, the energized solenoid closes the air vent. Pressure in the faultsignal.
upper closing chamber now has a force greater than the combined force of the
spring and middle chamber. Therefore the valve closes and remains closed
until selected ON by the flight crew, which deenergizes the solenoid to open
and vents off the closing chamber.
If the electrical power supply to the solenoid fails, the butterfly valve will open
and antiicing of the engine air intake will be available during the failure.
FRA US/E-1 WiK Dez 17, 2005 04|3021 TAIV|L3|B2 Page 322
3021
VENT VENT

LP SWITCH
TO SDAC & FWC

FILTER

SINGLE COIL SOLENOID VALVE

HP SWITCH
TO EEC

(PUSH TYPE)

S

SHOWN DE-ENERGIZED

RATE CONTROL ORIFICE

PILOT REGULATOR

VENT
PLUG

ACTUATOR

FINNED
COOLING
TUBE

DOWNSTREAM SENSE LINE


FLOW CLOCK SPRING TO LOAD FLAPPER

HP3 AIR
FLAPPER
LOCK-OUT PIN HOLE

INSTALL LOCK-OUT PIN AFTER VENTING
VALVE DUCT (IN OPEN OR CLOSED POSITION)
Figure 179 Thermal Anti Ice Valve Schematic

FRA US/E-1 WiK Dez 17, 2005 04|3021 TAIV|L3|B2 Page 323
ENGINE AIR INTAKE ICE PROTECTION A340500/600
3021
ANTI ICE VALVE DEACTIVATION
General Information
It is possible to lock the valve in the open or closed position. To do this, it is
necessary to install a pin in the actuator housing through the actuator piston
shaft. This keeps the piston in one position.
When the lockout pin is removed from the stowed position for use, muscle
pressure to the actuator is vented, which causes the valve to act as if no
pressure were applied to the inlet.
Before start up with no flow in the system, and no electrical supply to the
solenoid, the butterfly valve remains open by the action of the spring. A soon
as a start is initiated, the energized solenoid closes the air vent. Pressure in the
upper closing chamber now has a force greater than the combined force of the
spring and middle chamber. Therefore the valve closes and remains closed
until selected ON by the flight crew, which deenergizes the solenoid to open
and vents off the closing chamber.
The aircraft can be despatched with the engine antiice valve locked in the
open or closed position if the system has a fault. (Refer to MMEL).
Deactivation Modality
Isolate the EngineAirIntake Anti Ice Pressure Regulating Valve
Lock the valve in the closed position or the open position.
NOTE: The valve position indicator shows the relation of the butterfly valve to
the valve body.
Remove the lock screw from the storage position.
Use an applicable wrench on the valve shaft and move the butterfly valve
to the necessary position in the valve body (open or closed).
Hold the valve in the necessary position and install the lock screw in the
lockout hole.
Put a warning notice in the cockpit to indicate which valve is locked out.
FRA US/E-1 WiK Dez 17, 2005 05|3021 MP TAIV|L3|B2 Page 324
ENGINE AIR INTAKE ICE PROTECTION A340500/600
3021
LOCK OUT HOLE

(transfer lock-screw to here;
valve can be locked open or closed)
LOCK-SCREW
(in storage position)
TAI DUCT
ACTUATOR
PISTON
SHAFT
VALVE SHAFT
(HEXAGON HEADED
TURRET) DETAIL B
OPEN CLOSED
VALVE POSITION ANTI-ICE

INDICATOR VALVE VALVE POSITION
(SEE DETAIL B) INDICATOR
Figure 180 TAI-Valve Deactivation

FRA US/E-1 WiK Dez 17, 2005 05|3021 MP TAIV|L3|B2 Page 325
ELECTRICAL POWER A340500/600
IDG COOLING SYSTEM RB211 TRENT 500
2421
ATA 24 ELECTRICAL POWER

2421 IDG COOLING SYSTEM
DESCRIPTION
General
The IDG oil system is a closed system which circulates oil continuously through
the IDG and the cooler.
The IDG cooling system consists of a heat exchanger and associated control
and is required to:
Dissipate the IDG heat by exchanging heat between the IDG oil and engine
fan air.
Provide a heat exchanger bypass valve to limit minimum oil temperature.
Switch fan airflow through the heat exchanger matrix in response to a
demand from the EECS.
The heat exchanger and control valve is installed on the left side of the fan
case and consists of:
A finandplate heat exchanger
A bypass valve installed on the heat exchanger
A dual outlet duct with
Primary Area permanent open, not controlled, and
Secondary Valve Area- opened and closed by a two-position
butterfly air control valve;
A pneumatically actuated, nonmodulating, rate controlled air control valve

A seal on the fan cowl door
FRA US/E-1 WiK Aug 15, 2005 01|2421 Descr|L2|B2 Page 326
2421
A
IDG
HARNESS
OIL TUBES
B
HEAT
A EXCHANGER
AIR
OUTLET
B DUCT
THERMOCOUPLE
TERMINAL
BLOCK
IDG
ELECTRICAL
CONNECTORS
QAD ADAPTER
Figure 181 IDG Cooling System

2421

The EEC continuously monitors the temperature of the oil flow downstream of
the IDG Air Cooled Oil Cooler (ACOC) to keep IDG oil temperature within
limits.
Pneumatic control is achieved by the use of HP3 servo pressure from the
antiicing duct connected to the air control valve. The air control valve is ELECTRICAL
solenoid operated by demand of the EEC and operates the butterfly valve. It is CONNECTORS
spring loaded to the open position and will remain open in the absence of
electrical power and/or pneumatic servo pressure (HP3).
If the solenoid is de-energized the butterfly valve is operated to the fully open
position by the air control valve and full cooling airflow through the exhaust duct
is achieved. This position is also the fail safe position.
If cooling air is not necessary, the EEC energizes the solenoid. This stops the
flow of air through one of two air passages into the cooler. The air flow through
the other passage is not controlled.
Solenoid control by the EEC depends on oil temperature feedback given by two
thermocouples in the oil feed to the IDG.
IDG OT > 80C: Solenoid de-energized, valve open LOCK
full cooling airflow (also failsafe position). SCREW
STORAGE
IDG OT < 50 ... 65C: Solenoid energized, valve closed
reduced cooling airflow.
IDG Cooler Valve Deactivation

VLV ASSY
The valve can only be locked in the open position (full cooling mode)
SERVO
Open left fan cowl door
TUBE
Remove lock screw from storage position LOCKOUT HOLE HEXAGON
HEAD TURRET
Make sure the valve is in open position. If necessary turn hexagon head
turret to bring the valve to the open position DRAIN PLUG
VALVE POSITION
Install the lock screw into the lockout hole INDICATOR
Close fan cowl door
Figure 182 IDG ACOC-Valve
FRA US/E-1 WiK Aug 15, 2005 02|2421 Ops|L3 Page 328
2421
PRIMARY
AREA
FROM TAI DUCT
SECONDARY

AREA HP3 AIR
CLOSED
OPEN
FAN COWL

EXHAUST DUCT
EXIT NOZZLE

SOLENOID

ACOC VALVE

BUTTERFLY VALVE

(FOR HEAT EXCHANGER

SECONDARY AREA ONLY)
IDG EEC

AIR OUTLET DUCT

(SECONDARY AREA)

THERMOCOUPLE
(2 off)
HEAT EXCHANGER BYPASS

MATRIX VALVE
FAN CASE
BYPASS DUCT

NOTE: the heat exchanger primary area
is not controlled by the butterfly
valve
Figure 183 IDG Cooling Schematic

FRA US/E-1 WiK Aug 15, 2005 02|2421 Ops|L3 Page 329
IGNITION A340500/600
7400
ATA 74 IGNITION
7400 IGNITION GENERAL
INTRODUCTION
The ignition system is used to give an electrical spark. This spark is used to
start ignition of the fuel/air mixture in the engine. This ignition is necessary to:
start the engine when the aircraft is on the ground
start the engine when the aircraft is airborne
keep the engine started during some flight conditions and bad weather
The EECS is able to perform Automatic and Manual engine starts. Each
channel of the EECS interfaces with the igniter systems, in order to control
their operation during the starting phases.
The EECS controls the engine starting sequences, engine cranking options
and the ignition selection in response to aircraft command signals.
FRA US/E-1 WiK Aug 05, 2005 01|7400 Gen|L1|B2 Page 330
7400
EEC
IGNITER PLUGS
IGNITER
UNITS
Figure 184 Ignition Simplified Schematic

FRA US/E-1 WiK Aug 05, 2005 01|7400 Gen|L1|B2 Page 331
7400
IGNITION SYSTEM DESCRIPTION

General
Each engine has two ignition systems, A and B. These systems can operate
together or independently and are controlled by the EEC. Each system is made IGNITION UNIT
up of an ignition unit, an ignition plug and, an ignition lead. The ignitions system SYSTEM 1
are supplied through the EIVMU. (4000EH1)
Power Supply
The ignition power supply includes two ignition units. The top ignition unit is
system 1 and the bottom ignition unit is system 2. Each unit has a case
assembly and an ignition exciter. Two inputs of 115 volts 400Hz AC power are
supplied by the aircraft electrical system (emergency power is supplied to
channel A of the EEC and normal power is supplied to channel B of the EEC).
The EEC controls which aircraft power supply is supplied to each ignition
system. The EEC detects faults in these components by cycling through the
possible combinations of igniter systems and aircraft power supplies during
successive engine starts. The operation of the ignition units is displayed on the
Engine ECAM page.
The ignition exciter changes 115 volts 400Hz AC power from the aircraft to a IGNITION UNIT
high voltage electrical output. The high voltage output is transmitted to an SYSTEM 2 IGNITION
igniter plug through the distribution system. (4000EH2) LEADS
Distribution
The distribution system is in two parts. Each part has an ignition lead and an
igniter plug. The ignition leads transmit the electrical power from the ignition
units to the igniter plugs.
Figure 185 Ignition Units
7400
N2
10.0 95.2 % 95.2 95.2
F.USED
EEC 20500 20500 KG 20500 20500
OIL
25.2 15.2 QT 17.2 17.2
25 60 PSI 60 60
60 130 C 130 130
VIB
A 0.8 0.8 N1 0.8 0.8
1.2 1.2 N2 1.2 1.2
0.9 0.7 N3 0.7 0.7
AB IGN
A 35 35 35 35
IGNITION
UNITS
A
IGNITION
STARTER LEAD
VALVE
STARTER HMU IGNITOR PLUG
Figure 186 Ignition Components and Indication

POWER SWITCHING RB211 TRENT 500
7430
IGNITION SYSTEM OPERATION

Ignition Power Switching Manual Selection
Two inputs of 115 volts/400Hz AC power are supplied by the aircraft electrical In flight, continuous ignition is selected when the engine start selector is on
system to the EEC through the EIVMU. One AC emergency power supplies IGN/START, provided the related engine is running. Only one igniter is
essential bus to channel A and one AC normal supplies to channel B. selected. If failed, both igniters are automatically selected.
Ignition unit A is electrically wired to the EEC channel A and ignition unit B to On ground, after starting, since ignition is automatically cut off, it is necessary
EEC channel B. But by using internal switching relays, the EEC can connect to cycle the engine start selector to NORM, then back to IGN/START, to select
any power supply source to any ignition unit. continuous ignition.
For each ignition unit supply, a current feedback enables the EEC to detect
Automatic Selection
failures.
Continuous ignition (igniters A + B) is automatically selected:
Ignition for Starting In the event of engine flameout condition detected by the FADEC
ON GROUND (P30/N3), and for 10 seconds after this condition is cleared
During an automatic start only one igniter is supplied. The FADEC For 10 seconds, in the event of inadvertent cycling of the master lever with
automatically alternates the use of igniters at each start and also the power the engine running, provided N3 is above 50%
supply source. Automatic protection against rain/hail ingestion (T30/N3)
When residual EGT is above 100 Deg C, both igniters are supplied. Automatic recovery from engine surge
NOTE: In case of automatic restart attempts following an automatic start
Auto Relight Function
abort, both igniters are supplied.
If the FADEC detects a flameout condition on ground, or in flight, both igniters
The ignition is automatically selected, when N3 is above 25%, or at maximum
A + B will be automatically energized for 10 seconds.
motoring speed. It is automatically cut off when N3 reaches 50 %.
During a manual start, both igniters are supplied, when the engine MASTER Quick Relight Function
switch is ON. Both stop sparking, when N3 reaches 50%. If the engine master lever is inadvertently set to OFF or the engine runs down,
IN FLIGHT then providing that N3 remains above a minimum threshold of 50% N3,
Both igniters are supplied by the AC essential bus, when the engine master returning the lever back from the OFF to the ON position within 30 sec will
cause the EECS to open the PRSOV and energizing both igniters, taking
switch is ON.
priority over all other starting functions.
FRA US/E-1 WiK Apr 20, 2011 03|7430 PWR|L3|B2 Page 334
POWER SWITCHING RB211 TRENT 500
7430
CHAN A
EEC
FDBK
IGNITION
UNIT A
ESSENTIAL
IGNITER
115VAC
PLUG A
BUS
EIVMU
IGNITER
NORMAL
PLUG B
115VAC
BUS
IGNITION
UNIT B
+28 VDC
SUPPLY RELAY
HP Fuel OFF
FDBK
Fire P/BSW ON
CHAN B
Figure 187 Ignition Power Switching

FRA US/E-1 WiK Apr 20, 2011 03|7430 PWR|L3|B2 Page 335
7400
IGNITION - OPERATIONAL TEST
& & & %

! !
!! !
! +( ! !
!!

! ! ! &! !!!
!
&!
! & ! &+! (
!! ! !

!! !! ! !! !

& & &
! ! !
! ! !
& +( %(! + +( %(! +
+ ! $ $! $!
(! + !( + ! ! ! ! ! !

(! + !( +

- (! ! !( !
(! + !( +
' ' !
!! ! !! ! !! !
Figure 188 Engine Tests - Igniters Test (1/2)
FRA US/E-1 WiK Jan 15, 2006 04|7400 IGNTest|L2|B2 Page 336
7400
RESULT: OK
& & &

! ! !

! !
+( %(! + +( %(! +
( ! &

!)* ! !

!)* - (! !

+
!! ! ! !! !
RESULT: NOT OK
& &
! !
! !
+( %(! + +( %(! +
( ! &

!)* ! ! 11
! %
)
1&*
+ !)*

!! ! !! !
Figure 189 Engine Tests - Igniters Test (2/2)

FRA US/E-1 WiK Jan 15, 2006 04|7400 IGNTest|L2|B2 Page 337
7400
IGNITER PLUG IMMERSION DEPTH SETTING
The below described procedure is only briefly discussed. A detailed procedure General Policy
is given in AMM 742151. Remove any washers under the igniter adapter and refit the adapter
WARNING: YOU MUST BE CAREFUL WHEN YOU DO WORK ON THE Install the HU41829 Gage into the combustion chamber, make sure the
ENGINE PARTS AFTER THE ENGINE IS SHUTDOWN. THE arrow on the location plate and the pin on the probe indicator points to the
ENGINE PARTS CAN STAY HOT FOR ALMOST 1 HOUR. front of the engine
WARNING: YOU MUST ISOLATE THE POWER SUPPLY AT LEAST Make sure the hole in the location plate engages on one of the bolt heads
THREE MINUTES BEFORE YOU WORK ON THE IGNITION securing the igniter adapter
SYSTEM. THIS WILL LET THE SYSTEM CURRENT Turn the probe indicator until the pin points to the rear of the engine
DECREASE TO A SAFE VALUE. THE IGNITION SYSTEM Pull the probe indicator up until the probe toe touches the combustion liner
CURRENT IS VERY HIGH AND CAN CAUSE AN INJURY OR and tighten the locking collar
KILL YOU.
Place the split collar over the probe, make sure the indicator pin locates into
WARNING: YOU MUST NOT TOUCH THE ENGINE IGNITION SYSTEM the split collar
DURING ENGINE OPERATION. THE ENGINE IGNITION Use a depth gage to measure the distance between the top of the probe
SYSTEM USES VERY HIGH VOLTAGES WHICH ARE indicator and the top of the split collar and call this dimension A
DANGEROUS. THE ELECTRICITY IS SUFFICIENTLY
STRONG TO CAUSE AN INJURY OR KILL YOU. NOTE: If the top surface of the probe indicator is above the split collar, then
the dimension measured is a positive value. If the top surface of the
CAUTION: YOU MUST WAIT FOR A MINIMUM TIME OF THREE HOURS probe indicator is below the split collar, then the dimension measured
AFTER ENGINE SHUTDOWN BEFORE YOU DO THE is a negative value.
IMMERSION DEPTH CHECK/SET PROCEDURE. YOU MUST
Remove the HU41829 Gage
DO THE IGNITER PLUG IMMERSION DEPTH CHECK/ SET
PROCEDURE WHEN THE ENGINE IS COLD. IF YOU DO THE Add 0,85 mm (0.030 in.) to dimension A to calculate the total thickness of
IMMERSION DEPTH CHECK/SET PROCEDURE ON A WARM washers required
ENGINE, THE IGNITER PLUG IMMERSION DEPTH WILL BE Use the minimum quantity of washers (see table in AMM, there are three
INCORRECTLY SET AND COULD CAUSE ENGINE START sizes of washer available)
PROBLEMS The total thickness of stacked washers must not be more than 6 mm
NOTE: It is not necessary to do the immersion setting every time an igniter is Apply a thin layer of Omat 462 high temperature antiseize compound to
replaced the mating face of the soleplate on the combustion outer case
Install the adjustment washers, igniter adapter and igniter
Do a test of the ignition system acc. AMM
FRA US/E-1 WiK Jan 15, 2006 05|7400 MP IDM|L3|B2 Page 338
7400
LOCATION D
C B PLATE
PROBE
INDICATOR DIMENSION A SPLIT
COLLAR
KNURLED
LOCKING COLLAR B
IGNITER
ADAPTER
BOLT (2 off)
COMBUSTION
OUTER CASE
C
FRONT
PROBE COMBUSTION
TOE LINER
D
FRONT The pin

The pin PROBE points rearwards
points forwards INDICATOR
PROBE
INDICATOR
Part of the HU41829
measure gauge
STEP 1 STEP 2
Figure 190 Setting of the Igniter Plug Immersion Depth

FRA US/E-1 WiK Jan 15, 2006 05|7400 MP IDM|L3|B2 Page 339
ENGINE STARTING A340500/600
8000
ATA 80 STARTING
8000 STARTING GENERAL
INTRODUCTION
General
The ignition and starting system is used to start the engine on ground or in
flight, keep the engine running during hard flight conditions and crank the
engine.
The system uses pressurized air which is supplied via the starter air valve to
turn an air turbine starter at high speed. The starter turns the engine HP rotor.
The air necessary to turn the starter is supplied from one of the sources which
follow:
the aircraft Auxiliary Power Unit (APU)
another aircraft engine
a ground air supply
The EECS controls the engine starting sequences, engine cranking options
and the ignition selection in response to aircraft command signals.
115 VAC Power for the EECS is supplied through the Engine Interface and
Vibration Monitoring Unit (EIVMU).
The operation of the starter control valve and ignition units is displayed on the
Engine ECAM page.
8000
IGNITION UNITS
IGNITER PLUGS
IGN
A
AIR SUPPLY:
APU/GND/ENGINE
35
ENGINE ECAM PAGE
EEC
115 VAC
FROM EIVMU
MAN OVERRIDE
STARTER AIR VALVE STARTER MOTOR

Figure 191 Starting Schematic
8000
DESCRIPTION AIRCRAFT
AIR DUCT
General
The engine pneumatic start system has the components which follow:
a pneumatic starter UPPER
a starter control valve STARTER
AIR DUCT
a three piece air supply duct from the aircraft pylon interface
System Layout
The air supply is controlled by the Starter Control Valve (SCV) which is
pneumatically operated and electrically controlled by the EEC. If the SCV is
defective it can be operated by hand. To start the engine a start selection is
made in the cockpit and an input from the Engine Electronic Controller (EEC) A
causes the SCV to open.
When the engine HP rotor speed (N3) is 50 percent the EEC removes the input
from the SCV and the SCV closes. The position switch on the SCV will give an
indication that the SCV is closed. When the SCV is closed the air supply to the
starter is removed but the engine speed will continue to increase and be more MID
than the starter speed. STARTER
AIR DUCT
The starter has a Synchronous Engagement Clutch (SEC) which will
automatically disengage the starter when engine speed is more than the starter A
speed. The engine motor and start controls are located on the cockpit panels
that follow:
ENG START (on the center pedestal) 145VU
ENG MASTER (on the center pedestal) 125VU
ENG MAN START (on the overhead panel) 212VU
The engine start sequence can be stopped at any time by a selection of the
ENG MASTER switch to the OFF position. With the ENG MASTER switch in
PNEUMATIC
the OFF position, the HP fuel pressure raising and shutoff valve is closed and
STARTER
the engine is shut down.
Three procedures are available for engine start and cranking: STARTER
LOWER
normal autostart sequence CONTROL
STARTER
normal manual start sequence VALVE
AIR DUCT
normal engine cranking (dry and wet cranking) sequence
Figure 192 Starting System Components
FRA US/E-1 WiK Jan 22, 2006 02|8000 Descr|L2 Page 342
8000
X-BLEED VALVE
AUTO EECS 115 VAC

SHUT OPEN
START
CONTROL APU FUEL
VALVE PUMPS
AIR
STARTER FMV
MOTOR
HMU
PRSOV HEIU HEIU

EXTERNAL
GEARBOX GROUND AIR SUPPLY
HP COMBUSTION
COMPRESSOR CHAMBER
Figure 193 Starting Basic Schematic

FRA US/E-1 WiK Jan 22, 2006 02|8000 Descr|L2 Page 343
8000
OPERATION Manual Start on Ground

In manual start mode, starting control is under limited authority of the EEC. The
Starting Operation Starter Control Valve, fuel and Igniters are controlled by the crew using a
The FADEC System provides two modes of engine start: conventional procedure. The manual start on ground and automatic start initial
Automatic Start conditions are the same.
Manual Start To initiate a manual start sequence, the Engine Start Selector must be set to
IGN/START position. The associated Engine Manual Start pushbutton is
The selection mode is performed by the EEC according to digital inputs from pressed in and the EEC controls only the starter control valve to opening,
the EIVMU which reflects cockpit settings. The automatic starting sequence allowing the engine to be motored.
can be selected with valid EIVMU data or by the setting of an alternate start
discrete when EIVMU data is invalid. Manual start mode can only be selected At the appropriate HP rotor speed (maximum N3 motoring speed and at least
with valid EIVMU data. 25%) the associated Engine Master Lever has to be selected ON. Then, the
EEC controls the metering valve opening, energizes both igniters and monitors
Automatic Start N3. At 50% N3, the EEC closes the starter control valve, depowers the
In the automatic start mode, igniters, fuel, and starter air valve are under full ignition system and controls the engine N3 speed to idle.
control of the FADEC. Once the start sequence is completed, the Engine Start Selector is set back to
The engine start initial configuration is: NORM position and the Engine Manual Start pushbutton is released out.
Engine Master Lever in the OFF position Automatic and Manual Start in Flight
Start Selector in NORM position Both automatic and manual start are available for a flight restarting and will
Pneumatic Power available follow the same procedure as on ground.
Electrical Power available The EEC identifies the windmilling or starter assistance according to the flight
Engine Fuel Supply available environmental parameters (Altitude/Mach Number) and engine parameters
To initiate the automatic sequence, first the Engine Start Selector must be set (N3 <30%). If altitude or Mach number is not available, starter assistance is
to IGN/START position. The FADECs are then powered and the engine system performed.
page comes up automatically on the lower ECAM. Start valve position and During a windmill start, if N3 is less than 30% and the aircraft speed is more
bleed manifold pressure are shown on this page. than 200Kts, the EEC is able to offload the hydraulic pump via its solenoid
When an Engine Master Lever is set to ON, the associated FADEC controls control in order to improve the engine restart performance. This condition will
be reset as soon as N3 is more than 50%.
the Starter Control Valve (SCV) to the open position by energizing its solenoid,
it also monitors N3 and EGT. APU Boost
When N3 reaches 25%, and EGT is below 150 degrees Celsius, the EEC As soon as an automatic or manual mode is initiated, a Main Engine Start
commands the fuel supply by opening the Fuel Metering Valve and selects one (MES) discrete signal is sent to the EIVMU, which transmits it to the APU
ignition system on (A or B). The EEC then monitors the EGT during the engine Electronic Control Box (ECB) in order to increase APU bleed flow.
light up. When N3 reaches 50%, the EEC closes the Start Valve, deenergizes
When the engine starter control valve closes, the main engine FADEC removes
the Igniter and, continues to monitor the starting from 50% N3 to minimum N3
the APU boost signal and the ECB switches back to the normal operation
idle. At the end of the sequence the Engine Start Selector must be set back to
NORM position. mode.
FRA US/E-1 WiK Jan 22, 2006 03|8000 Ops|L3 Page 344
8000
(225 VU) 115 VAC SCV FDBK (SW) D16 1.270 PACK
ANTI ICE EPR
ENG SCV
2 3 1.004 1.004
N1
1.004 1.004
CTL
5.0 79.0 79.0 79.0
4
%
1 592 805
EGT
805 805
FAULT FAULT
C
89.7 N3 89.7 89.7

25.0
FAULT FAULT
CHAN A & B
%
FF
ON ON 230 3240
KG/H
3240 3240
S F
ON ON N3 FOB: 95000 KG
2
EIVMU SEAT BELTS

NO SMOKING
IGNITION
EGT GND SPOILERS ARMED
ENG MAN START EEC

(212 VU)
2 3

1 4 ENGINE
N2
START
1 4 10.0 82.5 % 82.5 82.5
EPR
F. USED
MES 1.3 250 250 250 250

KG
ON ON
VALVE 1.0 15.5 15.5
OIL
QT 15.5 15.5
FDBK 1.5

30 92 PSI 92 92
ON ON
HYD PUMP OFFLOAD

35 115 C 115 115
1.004 0.6 0.6 VIBN1 0.6 0.6
ECB 0.6 0.6 VIBN2 0.6 0.6

1.1 1.1 VIBN3 1.1 1.1
5.0 N1 A
IGN
(125 VU) %
FADEC RESET EGT TAT +29
SAT +29
ISA +5
C
C
C
17 H 05
GW 240000 KG
GWCG 28.2 %
592 C
ON ENG ON
ON ENG ON
ON ENG ON ENG
ON
1 2 3 4 N3
OFF OFF
OFF
OFF
OFF
OFF
OFF
25 %
ALTERNATE FF
FIRE FIRE FIRE FIRE 230
FAULT FAULT
ENG
MASTER FAULT FAULT START KG/H
IGN
A
ENG START 145 VU
NORM
FUEL 35
IGN
CRANK
START SUPPLY
EXTERNAL GEARBOX TM
HYD PUMP S A B
METERING
PUMPS
IGNITER PLUGS
FUEL
TM
VALVE
PRSOV
STARTER
CTL VALVE
AIR SUPPLY FROM:

AIR
APU/GND/ENGINE STARTER
EEC MOTOR HP ROTOR (N3)
S
SIGNAL SW
SCV FDBK COMBUSTION CHAMBER
Figure 194 Starting System Schematic

8000
Automatic and Manual Start Abort Dry Cranking
Engine start can be manually interrupted at any time by selecting the Engine The engine dry crank initial configuration is:
Master Lever to OFF in automatic or manual mode. This causes: Engine Master Lever in the OFF position
the direct closure of the HP fuel shutoff valve, called Pressure Raising and Start Selector in NORM position
Shut Off Valve (PRSOV)
Pneumatic Power available
the starter control valve closure via the FADEC System
Electrical Power available
the igniters deenergization
To initiate a dry cranking also called dry motoring, first the Engine Start Rotary
In manual start mode, if the Engine Master Lever was not yet set to ON, Selector must be set to CRANK position. The FADECs are then powered and
Engine Manual Start pushbutton released out will stop the sequence. the Engine System Page comes up automatically on the lower ECAM. Starter
The EEC can also abort the engine start, in automatic start and on ground only control valve position and bleed manifold pressure are shown on this page.
for the following conditions: When the Manual Start Pushbutton is set to ON position, the associated
Hot Start FADEC controls the Starter Control Valve open by energizing its solenoid, the
Hung Start engine HP shaft speed is below the starter cut out speed (10% N3 on ground
and 30% N3 in flight). Continuous operation of the starter is limited acc. AMM.
No Light Up
It is possible to interrupt the manual dry crank at any time by releasing out the
Stall
Manual Start pushbutton.
Locked N1 Rotor
Starter control valve failure Wet Cranking
Following the detection of one of these conditions, the EEC cuts off fuel to the The engine wet crank initial configuration is the same as for the dry crank initial
engine, switches off the Igniters, performs engine dry cranking and, triggers the configuration, but with engine fuel supply available. A wet crank sequence is
associated ECAM warning and FAULT light on the Engine Master panel. At the initiated by selecting first a dry cranking.
end of the engine cranking the EEC automatically attempts successive starts, When the maximum N3 motoring speed is reached, selecting the Master Lever
except in the case of N1 rotor locked or starting system failure. to ON causes the EEC to open the metering valve and the PRSOV to allow
fuel flow. After fuel flow confirmation, selecting the Master Lever to OFF allows
ENGINE CRANKING a dry motoring to occur.
The FADEC System provides two modes of engine cranking: Releasing out the Manual Start P/B will then stop the dry motoring sequence.
Dry Cranking
Wet Cranking
Selection mode is performed by the EEC according to EIVMU
digital input which reflects cockpit settings.
A dry cranking sequence can be selected with valid EIVMU data or by the
setting of the alternate start discrete when EIVMU data is invalid.
A wet cranking manual start mode can only be selected with valid EIVMU data.
8000
(225 VU) 115 VAC SCV FDBK (SW)

ANTI ICE
2
ENG
3 SCV
1 4 CTL
FAULT FAULT
FAULT
ON ON
FAULT CHAN A & B ENGINE N2
N3
10.0 82.5 % 82.5 82.5
ON ON 250 250
F. USED
250 250
EIVMU
KG
OIL
15.5 15.5 QT 15.5 15.5
EGT 30 92 PSI 92 92
ENG MAN START (212 VU) EEC 35

0.6
115
0.6
C
VIBN1
115
0.6
115
0.6
2 3 0.6
1.1
0.6
1.1
VIBN2
VIBN3
0.6
1.1
0.6
1.1
1 4 IGN
START
1 4
MES VALVE TAT +29

SAT +29
C
C 17 H 05
GW 240000 KG
GWCG 28.2 %
ON ON ISA +5 C
ON ON FDBK
HYD PUMP OFFLOAD

ECB
(125 VU)
FADEC RESET
ON ENG ON
ON ENG ON
ON ENG ON ENG
ON IGN
1 2 3 4
OFF OFF
OFF
OFF
OFF
OFF
OFF

FAULT FAULT MASTER FAULT FAULT
35
ENG START 145 VU
NORM
FUEL
IGN
CRANK
START SUPPLY
EXTERNAL GEARBOX TM
HYD PUMP S A B
METERING
PUMPS
IGNITER PLUGS
FUEL
TM
VALVE
PRSOV
STARTER
CTL VALVE
AIR SUPPLY FROM:

AIR
APU/GND/ENGINE STARTER
EEC MOTOR HP ROTOR (N3)
S
SIGNAL SW
SCV FDBK COMBUSTION CHAMBER
Figure 195 Engine Cranking

8000
ALTERNATE START DISCRETE

In normal operation, engine starting/shutdown/ignition control is initiated by the
EEC based on the position of switches on the engine control panels. The
discrete signals from these switches are sent to the EIVMU, converted into
digital data and transmitted to the EEC.
As an EIVMU failure should not prevent the aircraft dispatch, an alternate start
discrete logic has been designed to allow the main starting functions to be kept.
The alternate start system enables the EEC to perform autostart, dry cranking
and continuous ignition when EIVMU data are not available. The alternate start
discrete logic integrates the position of the following controls:
Engine Start Rotary Selector
Engine Master Lever
Engine Manual Start Pushbutton
Engine Anti Ice Pushbutton
Engine Running Discrete (N3>50%)
When IGN/START is selected, the Engine Master Lever set to ON and the
engine is not running the EEC, controls an automatic start.
When the CRANK is selected, the Manual Start Pushbutton is pressed in, and
the engine is not running, the EEC performs a dry motoring.
When IGN/START is selected and the engine is running, the EEC selects
continuous ignition.
When Engine ANTI ICE is selected and the engine is running, the EEC selects
continuous ignition.
FRA US/E-1 WiK Jan 23, 2006 04|8000 ALTND|L3 Page 348
8000
ENG MASTER
LEVER
1
ON
ENG MANUAL
START ENG
PUSHBUTTON ON OFF 1
ENG START EEC
ROTARY
SELECTOR OFF
IN N3 > 50%
ENGINE ANTI ICE
CHANNEL A
OUT
CRANK NOT RUNNING OFF ON
NORM
CHANNEL B
N3 > 50%
IGN/START
EEC FAULT NACELLE

ENGINE RUNNING
ON ANTI ICE ON
N3 > 50%
Figure 196 Alternate Start Discrete Logic

FRA US/E-1 WiK Jan 23, 2006 04|8000 ALTND|L3 Page 349
PNEUMATIC STARTER AND VALVE RB211 TRENT 500
SYSTEM 8011
8011 PNEUMATIC STARTER AND SAV

STARTER AIR VALVE (SAV)
Components Solenoid Valve
The SCV controls the flow of air to the pneumatic starter. The primary The solenoid valve body contains a ball valve, a spring loaded plunger and an
components of the SCV are as follows: electrically operated solenoid. The solenoid contains a double coil assembly
Valve Assembly which is controlled by electrical signals from the EEC. One of the solenoid coils
is connected to the EEC channel A and the other solenoid coil is connected to
Actuator Assembly
the EEC channel B. In usual operation the EEC will energize or not energize
Solenoid Valve the two coils at the same time. Each of the two coils can operate the solenoid
Pressure Controller independently.
Valve Assembly Pressure Controller
The valve assembly has a butterfly valve. The butterfly valve is installed in a The pressure controller is mounted on the SCV actuator assembly. The
cylindrical valve body and is connected to a shaft which turns on bushes. pressure controller controls the pressure in the starter air ducts when the SCV
An extension of the butterfly valve shaft has a visual control valve position is open. It also controls the rate at which the SCV opens. If starter duct
indicator. The extension also has a square socket to permit manual operation pressure is too high the pressure controller will vent air from the open side of
of the butterfly valve. the SCV actuator diaphragm. This will cause the SCV to move to try and close
the SCV and reduce the airflow to the pneumatic starter.
Position Indicator
The control valve position indicator operates an electrical position switch which
has two microswitches. One microswitch is connected to the EEC channel A
and the other microswitch is connected to the EEC channel B. These
microswitches give an indication to the EEC of the SCV position.
Actuator Assembly
The actuator assembly has an actuator which is controlled by a solenoid valve.
The actuator has a diaphragm and a piston of different areas attached to each
end of a shaft installed in a cylinder. The assembly is set in the closed position
by a spring. Movement of the actuator is transmitted to the butterfly valve shaft
to open and close the butterfly valve.
FRA US/E-1 WiK Jan 23, 2006 05|8010 SAV|L3 Page 350
SYSTEM 8011
ALIGN MARK
SEAL
NOTE: Turn Manual Open Device Counter-
Clockwise (CCW) to OPEN SAV or
Clock-Wise (CW) to CLOSE SAV. VEE CLAMP
ALIGN MARK
ELECTRICAL
CONNECTORS
SOLENOID
MANUAL OVERRIDE
PRESSURE
CONTROLLER
SQUARE SOCKET ACTUATOR
(MANUAL TURNING ASSEMBLY
DEVICE)
LEFT FAN
COWL DOOR ACCESS PORT
(IN FAN COWL DOOR)
Figure 197 Starter Air Valve (SAV)

SYSTEM 8011
Opening Operation
Air (from immediately upstream of the butterfly valve) is filtered and goes
through an orifice in the solenoid valve. Air upstream of the orifice also applies
a pressure to the piston in the actuator assembly. When the solenoid valve is
energized, the ball valve opens to let air get to the actuator diaphragm. At the
same time the vent in the solenoid valve is closed. The air pressure on the
actuator diaphragm is more than the force of upstream air pressure on the
piston and the actuator spring. The air pressure will move the diaphragm and
compress the actuator spring. This movement is transmitted to turn the
butterfly valve shaft and open the butterfly valve.
Closing Operation
When the SCV solenoid valve is deenergized, the ball valve closes and the air
pressure on the actuator diaphragm is released through the vent. Air pressure
and actuator spring force on the piston then closes the butterfly valve. The
actuator spring will also close the butterfly valve if there is a decrease in air
pressure upstream of the butterfly valve.
Manual Operation
If a pneumatic failure occurs, the butterfly valve shaft can be turned manually
to open the butterfly valve.
SYSTEM 8011
SOLENOID VALVE
(Shown energized) PRESSURE
CONTROLLER
CHAN CHAN
A B

VENT
EEC
POSITION SWITCH
(Contacts open when
valve is closed)
TEST
PORT
ACTUATOR ASSEMBLY
FILTER
CLOSE
AMBIENT PRESSURE
AIRFLOW TO
AIRFLOW PNEUMATIC
STARTER
BUTTERFLY VALVE
Figure 198 Starter Air Valve Schematic

SYSTEM 8011
AIR STARTER
Purpose Clutch Mechanism
The pneumatic starter is a pneumatically operated turbine unit that turns the The clutch mechanism is a Synchronous Engagement Clutch (SEC) which is
HP rotor through the external gearbox module and drive shaft. The external connected to the starter output shaft.
gearbox module drive shaft turns the HP rotor and the speed increases to a When the starter control valve closes the air supply pneumatic starter will stop
condition for the engine to start. and the speed of the starter turbine rotor will decrease. If combustion has
occurred the engine speed will continue to increase and be more than the
Attachment
starter speed. As the engine speed increases to more than the starter speed
The pneumatic starter is attached to a Quick AttachDetach (QAD) adapter by the jaws of the SEC disengage and continue to turn freely above teeth of the
a QAD clamp. The QAD adapter is attached with bolts to the front face of the starter output. With the SCV closed and the SEC disengaged the starter will
external gearbox module. come slowly to a stop.
Components
The primary components of the pneumatic starter are as follows:
Turbine Rotor
Reduction Gear Configuration
Clutch Mechanism
Output shaft
Construction
The pneumatic starter gears and bearings are splash lubricated with oil from an
oil sump in the starter case. The oil used in the starter is of the same type as
that used in the engine oil system.
An oil fill plug and an oil level overflow plug are installed in the starter case.
The oil fill plug is used to add oil to the starter. The oil level overflow plug is
used to make sure that the starter oil level is correct and that the starter is not
overfilled. An oil level sight glass is also installed in the starter case to give a
secondary oil level indication. There is also a drain plug installed in the starter
case for oil servicing. The drain plug includes a magnetic chip detector to catch
any metal particles for inspection.
The pneumatic starter is supplied with air through starter air ducts and the
starter control valve. This air turns the starter turbine rotor and is released
through the air exhaust.
FRA US/E-1 WiK Jan 23, 2006 06|8010 Starter|L3 Page 354
SYSTEM 8011
PNEUMATIC A
STARTER
QAD CLAMP
STARTER QAD
OIL FILL ADAPTER
PLUG
A
TURBINE ROTOR
CLUSTER GEAR
LOWER STARTER
AIR DUCT
SYNCHRONOUS
AIR IN ENGAGEMENT
CLUTCH
EXTERNAL
AIR OIL LEVEL GEARBOX MODULE
EXHAUST SIGHT GLASS
MAGNETIC OIL
DRAIN PLUG
RING GEAR OUTPUT SHAFT OIL LEVEL
OVERFLOW PLUG
Figure 199 Pneumatic Starter

FRA US/E-1 WiK Jan 23, 2006 06|8010 Starter|L3 Page 355
ENGINE GROUND OPERATION RB211 TRENT 500
7100
7100 POWER PLANT-GENERAL

AIRCRAFT/ENGINE PREPARATION FOR GND OPS
Purpose SAFETY PRECAUTIONS FOR ENGINE GROUND OPERATION
The operating characteristics of jet engine powered airplanes require care Make sure that the aircraft is pointed into the wind.
during engine ground operation to prevent injury to personnel and damage to Make sure that the ground surface in the engine ground operations area is
property. Personnel must avoid the engines inlet where ambient air is sucked in not broken or loose and is clear of unwanted materials.
under high velocity and as well the engines exhaust where fan air and hot, high
velocity exhaust gases are discharged. NOTE: The ground operation area is 12.2 meters each side of the engine
center line and 18.3 meters forward from the rear of the engine.
Overview Make sure that the aircraft is clear of all structures and other aircraft. Make
This tasks give the general procedures for the engine ground operation. sure the engine exhaust danger area for all engines is clear.
It includes the instructions and precautions for the following items:
NOTE: If it is necessary to use a blast fence, make sure that the aircraft is at
GROUND OPERATION TIME least 61 meters from it.
ENGINE SAFETY PRECAUTIONS Make sure that the aircraft brakes are on
ENGINE OPERATION Make sure that the aircraft main landing gear chocks are correctly installed
ENGINE ANTI-ICE Make sure that there are no covers on the engine
GROUND OPERATION IN FREEZING FOG Make sure that there are no unwanted objects in the engine inlet and
ENGINE START exhaust
Make sure that the engine inlet and exhaust danger areas are clear of
ENGINE GROUND OPERATION TIME
persons and ground support equipment
WARNING: YOU MUST OBEY THE PRECAUTIONS THAT ARE GIVEN Make sure that unwanted persons and unwanted vehicles can not easily
FOR PERSONS TO OPERATE AN ENGINE SAFELY. IF YOU enter the danger areas
DO NOT, AN INJURY AND/OR DAMAGE CAN OCCUR.
Make sure that persons with loose clothing do not go near the engine
Do not start the engine unless it is necessary
Make sure that the ground fire extinguisher equipment is in its position with
You must keep the ground operation time of the engine to a minimum the applicable persons
When you operate the engine, change the engine speed slowly Make sure that the fan cowl panels are closed before you operate the
NOTE: When you must do more than one task that makes it necessary to engine
operate the engine, try to do the tasks at the same time. NOTE: The fan cowl panels can be open for specified tests. for example,
engine adjustment and leak tests. The applicable procedure will tell
you when to keep the fan cowl panels open.
FRA US/E-1 WiK Mar 30, 2006 01|7100 Prep|L3 Page 356
7100
Figure 200 Ground Operation Area

7100
Entry Corridors
WARNING: YOU MUST NOT GO NEAR AN ENGINE THAT IS IN OCCUPATIONAL SAFETY STANDARDS
OPERATION ABOVE MINIMUM IDLE. IF YOU DO, IT CAN BASED ON U.S. DEPARTMENT OF LABOR
CAUSE AN INJURY. WHEN AN ENGINE IS IN OPERATION AT
MINIMUM IDLE, YOU CAN ONLY GO NEAR IT THROUGH THE
ENTRY CORRIDORS.
WARNING: YOU MUST USE EAR PROTECTION WHEN YOU ARE NEAR
X
AN ENGINE THAT IS IN OPERATION. THE NOISE MADE BY
AN ENGINE IN OPERATION CAN CAUSE PERMANENT
DAMAGE TO YOUR EARS.
Make sure that you use the correct ear protection when you are near an
engine that is in operation
Make sure that you use the entry corridors to go near an engine that is in
operation at minimum idle (forward thrust only)
Make sure that you do not operate the engine above minimum idle with WARNING: EAR PROTECTION REQUIRED WITHIN
persons in the entry corridor AREA X WHEN EXPOSURE TIME
NOTE: If the engine is in operation at more than minimum idle, refer to the EXCEEDS VALUES SHOWN ON GRAPH
takeoff power danger areas or to the breakaway power danger
areas. 8.0

MINIMUM
IDLE BREAKAWAY

THRUST TAKEOFF
7.0
ENGINE OPERATION THRUST
EXPOSURE TIME (HOURS)

When you operate the engine on the ground, keep the power level and the time
6.0
of the operation to the minimum that is necessary. Make sure that you move
the throttle levers slowly unless, because of the procedure, it is necessary to
move them differently. 5.0
NOTE: Fast movement of the throttle levers can cause the engine
4.0
temperature to change quickly. This will decrease the life of the
engine.
3.0
2.0
1.0
0.0
0 200 400 600 800 1000 1200 1400 1600
7100
MINIMUM POWER TAKEOFF POWER

ENTRY CORRIDOR

INTAKE SUCTION DANGER AREA
EXHAUST DANGER AREA
7.6 m 7.6 m

1.1m


30 30
TO 48.8 m AFT OF EXHAUST NOZZLES TO 490.7 m AFT OF EXHAUST NOZZLES
Figure 201 Engine Danger Areas

7100
Crosswind Conditions
Make sure that you obey the wind direction and velocity limits for engine
operation. Bad wind conditions (turbulence, gusty, crosswind) while you
operate the engine at middle power and above can cause the engine
parameters (EPR, EGT, RPM) to increase or decrease and not stay constant.
If you hear the intake roar you must immediately decrease the engine power. It
is not recommended that you run the engine in these conditions. You can
identify an engine surge by an increase in EGT and a sudden increase in noise
from the engine. If an engine surge occurs you must:
Immediately decrease the engine power until the engine surge stops
Make sure that the EGT decreases
Let the engine become stable at the minimum idle
Slowly increase the engine power
Look at the engine parameters to see if the engine has a surge again
If the surge does not occur again, continue with the engine test procedure
If the engine has a surge again, because of bad wind conditions, stop the
engine procedure. It is not necessary to examine the engine for this type of
surge
If the engine has a surge again, not caused by bad wind conditions,
immediately decrease power to minimum idle. Let the engine cool down for
five minutes, then stop the engine and find the cause of the surge.
NOTE: If you operate the engine on the ground in a low humidity condition,
you can see sparks around the LP compressor spinner. This will not
cause damage to the engine.
7100
MINIMUM IDLE FLIGHT IDLE AND ABOVE
90 60

60
60

45 45

RELATIVE WIND RELATIVE WIND

NO LIMIT RECOMMENDED 30 KNOTS WIND VELOCITY*
(GROUND OPERATION UP TO MINIMUM IDLE) (GROUND OPERATION UP TO 82% N1)

PERMITTED 35 KNOTS MAXIMUM WIND VELOCITY*
(GROUND OPERATION UP TO MINIMUM IDLE)

PERMITTED 10 KNOTS MAXIMUM WIND VELOCITY*
(GROUND OPERATION UP TO 82% N1)
PERMITTED 20 KNOTS MAXIMUM WIND VELOCITY PERMITTED 5 KNOTS MAXIMUM WIND VELOCITY
(GROUND OPERATION UP TO MINIMUM IDLE) (LIMITED UP TO FLIGHT IDLE)
Figure 202 Maximum Permitted Wind Velocities

7100
ENGINE ANTI-ICE
You must use the engine antiice if the conditions specified below occur
When all the conditions which follow occur:
If you see moisture (such as fog, rain, snow, sleet or hail) in the air
NOTE: Fog is specified as visibility lower than approximately 1000 meters
due to moisture.
The dry bulb temperature is less than 8 C
The wet bulb temperature is less than 4 C, or the algebraic sum of the
dry bulb temperature and the dew point temperature is less than 8 C
If the wet bulb temperature is not known and the OAT is less than 10 C and
moisture (fog, rain, snow, sleet or hail) is seen
If it is necessary to use the engine antiice, set the applicable ENGINE
ANTIICE switch to ON immediately after the engine gets to minimum idle.
NOTE: Do not do the performance test procedures when the ENGINE
ANTIICE switch is set to ON. The performance limits are given with
the air offtakes set to OFF.
Do the steps that follow if you must do the performance test when conditions
make the use of the antiice system necessary:
Make sure that there is no ice on the air intake cowl before you set the
antiice switch to OFF ATTENTION! ICING CONDITIONS!
When you must make a record of the engine indications, set the antiice
switch to OFF for a maximum of 60 seconds
Immediately after you make a record of the engine indications, set the
antiice switch to ON
Make sure that there is no ice on the air intake cowl before you set the
antiice system to OFF again
7100
GROUND OPERATION IN FREEZING FOG
Preface NOTE: RollsRoyce recommends that the aircraft is put back into operation
Due to several incidents where ice built up on the fan inlet caused serious with each engine core sufficiently deiced for a minimum of
destructions, maintenance personal is advised to obey the instructions below. 50minutes operation (in freezing fog). Thus it is recommended that
you increase the engine speed, for the applicable time period, in the
CAUTION: IF YOU OPERATE THE ENGINE IN FREEZING FOG, YOU last 10 minutes of the ground test/operation. Alternatively, manually
MUST DEICE THE ENGINE CORE INLET REGULARLY. THE deice the engine core inlet after shutdown
MAXIMUM PERMITTED TOTAL TIME OF OPERATION IN
THESE CONDITIONS IS 60 MINUTES (UNLESS THE ENGINE Engine Core Inlet De-Icing Procedures
CORE INLET IS DEICED DURING THAT PERIOD). IF YOU If the OAT is above minus 7 degrees Celsius, increase the engine(s) speed
OPERATE THE ENGINE FOR LONGER, TOO MUCH ICE CAN to 50percent N1 for 60 seconds.
BUILDUP ON THE CORE INLET COMPONENTS. THE
If the OAT is between minus 7 and minus 20 degrees Celsius, increase the
SUBSEQUENT RELEASE OF THIS ICE, AT HIGHER POWER,
engine(s) speed to 70percent N1 for 50 seconds.
CAN CAUSE DAMAGE TO THE COMPRESSOR.
NOTE: This procedure will safely release the ice from the core inlet
NOTE: For this procedure, freezing fog is specified as moisture that can be
components. Record in the applicable log that this deice procedure
seen which gives less than 1000 meters of view. And an OAT of less
has been done.
than plus 1 degrees Celsius.
The selection of engine antiice to ON does not stop the buildup of If you cannot do the procedures above (or the engine has operated for longer
ice in the engine core inlet. than the 60 minute limit), stop the engine and manually deice the engine core
inlet according AMM.
If you must operate the engine in freezing fog, obey these instructions:
When all ground tests/operations are completed, do these steps:
You must not operate the engine for longer than a total of 60 minutes, in
one or a number of shorter operations (unless the engine core inlet is Calculate the remaining time available to the flight crew for departure in
deiced during that period). freezing fog conditions
Supply the remaining time as a maximum time limit to the flight crew
NOTE: If you do the procedure to deice the engine core inlet during the 60
minutes limit of operation, the 60 minutes period starts again (from
the end of the deice procedure).
If the aircraft landed in these conditions, you must include the time
period from landing until engine shutdown into account.
You must monitor and record the length of time of each engine operation in
these conditions.
You must add the length of each engine operation together and record the
total time of operation in these conditions.
You must do one of the engine core inlet deicing procedures before the
end of each 60 minutes of total operation.
7100
ENGINE START
The engine start is satisfactory if these conditions occur: For engines PRE SB79E065: make sure that the oil temperature is more than
The engine starts in 30 seconds or less after the ENGINE MASTER lever is minus 20 C before you start the engine.
set to ON For engines with SB79E065: make sure that the oil temperature is more than
The engine speed increases smoothly and continuously to ground (low) idle minus 40 C before you start the engine.
The EGT stays in the limits To find the engine oil temperature do the EIS start procedure. Set the FADEC
GROUND POWER switch to ON. Look at the bottom ECAM display screen
The engine start is unsatisfactory if these conditions occur:
and get the oil temperature value from the applicable system display.
Hot start or impending hot start
When you start a cold soaked engine these conditions can occur:
a start when the EGT goes near or higher than the start limit
The engine oil pressure can be more than 100 psi.
Hung start
The indication for oil quantity can decrease
The engine lightup is satisfactory but it does not accelerate correctly,
The ENG X OIL FILTER CLOG master caution can come into view on the
(speed increases slowly or decreases), and the EGT goes near to its
upper ECAM display screen
limit
If the oil temperature at start is less than 5 C, operate the engine at idle until
Aborted start
the oil temperature becomes stable. Stop the engine and start again. If the
the start procedure is stopped before the start is completed indication shows again, refer to the MMEL.
When the engine becomes stable at the minimum ground idle condition:
Cold Weather Condition Start
the oil temperature will rise
CAUTION: YOU MUST NOT START, DRY MOTOR OR WET MOTOR THE
the oil pressure will decrease
ENGINE IF THE OIL TEMPERATURE IS LESS THAN MINUS
40 C. LOW OIL TEMPERATURES CAN CAUSE DAMAGE TO the indication for the oil quantity will go back to the usual limit
THE ENGINE BEARINGS. Do not operate the engine above idle until the oil quantity indication is
satisfactory.
CAUTION: IF THE ENGINE IS IN A COLD ENVIRONMENT, THE ENGINE
OIL CAN BECOME TOO COLD. IF THE ENGINE IS NOT NOTE: If the start procedure takes a long time to complete, the indication for
OPERATED, AND IS IN THIS ENVIRONMENT, YOU MUST DO the oil pressure can decrease. You can also have a warning for low oil
A CHECK OF THE ENGINE OIL TEMPERATURE REGULARLY. pressure. These conditions are permitted if the oil system parameters
IF NECESSARY, DO AN ENGINE START AND OPERATE THE go to their usual values when the engine becomes stable at idle.
ENGINE AT IDLE UNTIL THE ENGINE OIL TEMPERATURE IS

NOTE: If you stop the start because of an indication of low oil quantity and
SATISFACTORY.
low pressure warning, you can start the engine again. But do not add
oil to the oil tank.
NOTE: If the start is satisfactory, make sure that the oil parameters return to
the usual limits when the engine is at ground idle.
7100

'

! #

#

#
#
#

# # # #

%&

$ #

! !

!
" !


H %

ENGINE AND WARNING DISPLAY (E/WD) ENGINE SYSTEM DISPLAY (SD)
Figure 203 Cold Weather Oil System Behavior

7100
ENGINE OPERATING LIMITS

Exhaust Gas Temperature (EGT) Rotor Operation Speed Limits
Ground start: The maximum N1 is 92.5% rpm (100 percent = 3900 rpm)
700 C at less than 50 percent N3 The maximum N2 is 99.4% rpm (100 percent = 9100 rpm)
850 C at more than 50 percent N3 The maximum N3 is 97.4% rpm (100 percent = 13300 rpm)
Inflight relight: 850 C NOTE: You must tell RollsRoyce plc if an overspeed condition occurs. Give
Maximum Continuous: 850 C RollsRoyce the Exceedance data from the Engine Gas Path
Takeoff: 900 C for a maximum of 5 minutes, or 10 minutes in the event of Advisory Report and the engine standard from the data plate.
an engine failure NOTE: Engine speed can be reduced by the EEC to less than the specified
limits above.
Oil Pressure
The minimum oil pressure with N3 at or above idle is 25 psid Engine Pressure Ratio (EPR)
NOTE: An engine oil pressure indication is shown in the cockpit. This is an The maximum unrestricted EPR for static engine operation is 1.33 (83% N1).
adjusted indication if the engine RPM is above 70% N3. This is so NOTE: Stable operation in the speed range 55 to 59 percent N1 or above 83
that the inflight low pressure advisory message and the low oil percent N1 is not permitted. But temporary operation through the
pressure warning are given at the same time. The low oil pressure speed range 55 to 59 percent N1 is permitted while thrust is
warning is given if engine oil pressure is 25 psi. increased or decreased. The EEC automatically prevents operation in
these speed ranges in primary and rated reversionary thrust control
Oil Temperature
modes.
AT START
For engines PRE SB79E065: The oil temperature must be more than a Engine Vibration Limits
minimum of minus 20 C LP band 2.8 units (1.00 in./second peak velocity)
For engines with SB79E065: The oil temperature must be more than a IP band 2.8 units (0.80 in./second peak velocity)
minimum of minus 40 C HP band 3.6 units (1.00 in./second peak velocity)
BEFORE ACCELERATION
Starter Operation Limits
Before acceleration to takeoff, the oil temperature must be 20 C or more

The maximum Oil Temperature for stable conditions is 196 C. 3 min 3 min 1 min
Oil Consumption
The maximum oil consumption is 0.62 l/hr STOP STOP STOP for 30 min
5 min ext. Cycle STOP for 30 min
FRA US/E-1 WiK Mar 30, 2006 02|7100 Limits|L3 Page 366
7100
40

OBSERVE ENGINE OIL PRESSURE DURING
OIL PRESSURE PSI

ENGINE START. IF THERE IS NO POSITIVE OIL
PRESSURE INDICATION SHUT DOWN THE
ENGINE IMMEDIATELY.

ENGINE LOW OIL PRESSURE LIMIT AT OR
ABOVE IDLE IS 25 PSI. IF PRESSURE DROPS

25
BELOW THIS VALUE SHUT DOWN THE
0

ENGINE. IN THIS AREA THE ENG LO OIL PRESS

WARNING IS TRIGGERED.
0 60 70
N3 % RPM
95
BETWEEN 70% AND 95% N3 THE AMBER LIMIT
INCREASES LINEARLY FROM 25 PSI TO 40PSI.
ABOVE 95% N3 THE AMBER LIMIT IS 40 PSI. IF
PRESSURE DROPS BELOWS THESE VALUES
THE ENG OIL PRESS CAUTION IS TRIGGERED.
EXHAUST GAS TEMPERATURE (EGT) OIL PRESS ROTOR SPEEDS
OPERATING OPERATING
CONDITION TEMP LIMIT TIME LIMIT EPR OIL TEMP CONDITION LIMIT SHAFT SPEED
ENG START ENG START INDICATION

GND N3<50% 700 C 2 sec Max -40 C N1 92.5%
ENG START REDLINE

850 C 2 sec STABLE N2 99.4%
GND N3>50% 25 PSI
AMBER LIMIT
ENG START
850 C 2 sec 7095% N3 LINEAR N3 97.4%

INFLIGHT 2540 PSI
MAX CONT. AMBER LIMIT

850 C unlimited 196 C 95% N3 40 PSI
TAKE OFF 900 C 5 min 1.33 or

(Redline) (10 min if ENG fail) EPR of Day
BEFORE
ACCEL: 20 C
Figure 204 Engine Operating Limits

FRA US/E-1 WiK Mar 30, 2006 02|7100 Limits|L3 Page 367
7100
ABNORMAL PROCEDURES
ENGINE OVERTEMPERATURE (No Surge or Stall) ENGINE SURGE OR STALL (No Overtemperature)
CAUTION: YOU MUST NOT KEEP THE ENGINE IN OPERATION IF YOU If there is an engine surge or stall with no overtemperature:
KNOW THAT CONTINUED OPERATION WILL CAUSE Immediately move the Throttle Lever to the IDLE position
DAMAGE, OR IF THERE IS NO DECREASE IN EGT. Let the engine become stable at idle speed for 5 minutes
If the EGT is more than the limit and there is no surge or stall: If the engine continues to surge or stall when you operate the engine at
Do not shutdown the engine more than idle speed do the procedure to shutdown the engine
Set the throttle lever to the idle position Do the procedure to examine the engine after a surge or stall
Operate the engine at idle for five minutes to let the EGT become stable
TURBINE COOLING AIR OVERHEAT
within limits
If you get the ECAM message ENG (X) TURBINE OVHT during an engine
Do a shutdown of the engine
operation, do these steps:
Make a written report of how much time the temperature was more than the
Move the Throttle Lever to the IDLE position
limit, and the highest temperature indicated
Set the Engine Master Lever to the OFF position
Do the procedure to examine the power plant after an engine
overtemperature event acc. AMM Find the cause of the warning
CAUTION: YOU MUST TELL YOUR ROLLSROYCE REPRESENTATIVE
ENGINE OVERTEMPERATURE (with related Surge or Stall)
IF THERE HAS BEEN A TURBINE COOLING AIR OVERHEAT
If the EGT is more than the limit and there is surge or stall: WARNING. IF YOU DO NOT DO THIS, AND CONTINUE TO
Immediately move the throttle lever to the idle position OPERATE THE ENGINE, DAMAGE TO THE ENGINE CAN
Put the Engine Master Lever in the OFF position OCCUR.
NOTE: Fuel flow to the engine will stop. The EEC will engage the starter to NACELLE OVERHEAT
motor the engine until the EGT decreases to less than 100 C, and If you get the ECAM message NACELLE TEMP (flashes green) during an
the timer has expired. engine operation, do these steps:
Make a written report of how much time the temperature was more than the Move the Throttle Lever to the IDLE position
limit, and the highest temperature indicated

Do the procedure to examine the power plant after an engine
Find the cause of the warning
overtemperature event acc. AMM
FRA US/E-1 WiK Mar 30, 2006 03|7100 Abn Proc|L3 Page 368
7100
GENERAL ENGINE FIRE PROCEDURES EXTERNAL ENGINE FIRE PROCEDURES
General Procedures External Engine Fire with Engine Cowls Closed
NOTE: This task includes the precautions which must be obeyed before the Extinguish the engine fire:
engine is started, and the general steps during operation. If you have a fire warning when the engine has started, the indications that
Do these steps before an engine is started: follow will occur:
Make sure that you have fire extinguishers near the aircraft The ENG FIRE legend on the ENG FIRE pushbutton switch comes on
Make sure that you have persons near the fire extinguishers who can The continuous repetitive chime operates
operate them correctly The MASTER WARN lights come on
NOTE: The position of the fire team can be changed by the local regulations A message and the applicable procedure come into view on the upper
and/or conditions. ECAM display unit
Make sure that the fire team is clear of the inlet and exhaust dangerous Do these steps if you have a fire warning when the engine has started:
areas Move the Throttle Levers to the idle position
Make sure that the fire team can speak to the flight compartment persons Set the applicable Engine Master Switch to the OFF position
with the service interphone system Push the ENGINE FIRE pushbutton switch
Make sure that the fire team will tell the persons in the flight compartment if The SQUIB legends of the applicable AGENT 1 and AGENT 2
an engine has a fire pushbutton switches come on. The audio warning stops
CAUTION: YOU MUST USE A CARBON DIOXIDE FIRE EXTINGUISHER. Push the AGENT 1 pushbutton switch
ONLY USE AN ALTERNATIVE TYPE OF FIRE EXTINGUISHER After a few seconds, the DISCH legend of this pushbutton switch
IF THE CARBON DIOXIDE TYPE IS NOT AVAILABLE. THE comes on
CARBON DIOXIDE FIRE EXTINGUISHER WILL NOT CAUSE
Push the AGENT 2 pushbutton switch
CORROSION. THE ALTERNATIVE TYPE OF FIRE
EXTINGUISHER CAN CAUSE DAMAGE TO METAL, After a few seconds, the DISCH legend of this pushbutton switch
PLASTICS AND RUBBER. comes on
Do these general steps if there is an engine fire during ground operation: Set the other Engine Master Switches to the OFF position
Stop the engine Open the cowl doors and, if the fire is not completely extinguished,
To help control the engine fire, stop all other engines that have been started extinguish the fire with the ground fire extinguishers
Do the applicable procedure to extinguish the fire (see next pages) CAUTION: YOU MUST NOT START THE ENGINE AGAIN UNTIL ALL
If it is necessary to use the ground fire extinguishers, the fire team must NECESSARY STEPS ACC. AMM PROCEDURES HAVE
speak with the flight deck persons BEEN PERFORMED AFTER AN ENGINE FIRE
EXTINGUISHING. IF YOU DO NOT DO THESE STEPS,
After a fire extinguisher has been used, the engine must be cleaned and
YOU CAN CAUSE DAMAGE TO THE ENGINE.
examined acc. AMM
External Engine Fire with Engine Cowls Opened or Removed
The procedure after a external engine fire with opened fan cowls is the same
as described above, except that usage of fire extinguishers that are on the
ground may be necessary if the fire is in zone 1.
7100
INTERNAL ENGINE FIRE PROCEDURES
Internal Engine Fire / Tail Pipe Fire / High EGT Internal Engine Fire after Engine Shut Down
This task gives the procedure when an engine fire warning has NOT been Extinguish the fire:
shown. It includes the procedures when the starter is engaged or has Dry motor the engine to try to extinguish the fire
disengaged.
If the dry motor procedure does not extinguish the fire, use the fire
Do these steps if you have a high EGT or an internal engine fire during the extinguishers that are on the ground
start procedure (N3 less than 50 percent):
Reject the engine
Continue to dry motor the engine to decrease the EGT or to extinguish
the internal fire
Dry motor the engine again until all signs of fire (flame or smoke) are
gone
NOTE: Make sure that the ground crew agree that the fire is
extinguished.
Do these steps if you have a high EGT or an internal engine fire during the
engine start procedure (N3 at 50 percent or more). You must also do these
steps if an internal fire occurs at some other time during ground operation:
When N3 is less than 50 percent, set the Engine Start Rotary Selector to
CRANK.
Dry motor the engine
Continue to dry motor the engine until all signs of the fire (flame or
smoke) are gone
NOTE: Make sure that the ground crew agree that the fire is
extinguished.
NOTE: If the starter was used for more than the specified time limits,
replace the starter.
Find and correct the cause of the incident
7100
EMERGENCY CHECKLIST
ENGINE FIRE AVIONICS SMOKE
1. ALL THROTTLE LEVERS . . . . . . . . . . . . . . . . . . . . . . . IDLE 1. ALL GENERATORS (ENG & APU) . . . . . . . . . . . . . . . OFF
2. MASTER LEVER (affected Engine) . . . . . . . . . . . . . . . OFF 2. ALL ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHUTDOWN
3. ENGINE FIRE PUSH BUTTON (affected Engine) . . . PUSH 3. GROUND CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INFORMED
4. FIRST AGENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCHARGE 4. APU MASTER SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BOTTLE DISCHARGE LIGHT ON 5. ALL ELECTRICAL POWER . . . . . . . . . . . . . . . . . . . . . . OFF
5. SECOND AGENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCHARGE 6. ADIRS 1,2,3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
6. ALL OTHER MASTER LEVERS . . . . . . . . . . . . . . . . . . OFF 7. BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. GROUND CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INFORMED
STARTER VALVE FAILS TO CLOSE
If Fire Warning remains on: 1. ALL PNEUMATIC SOURCES . . . . . . . . . . . . . . . . . . . . OFF
8. FIRE BRIGADE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INFORMED 2. X-BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
9. APU FIRE PUSH BUTTON . . . . . . . . . . . . . . . . . . . . . . PUSH 3. MASTER LVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
10.EXTERNAL POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 4. ENG START SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . NORM
11. ADIRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
12.BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
13.AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EVACUATE
ENGINE TAIL PIPE FIRE
1. THROTTLE LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
2. MASTER LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3. PNEUMATIC X-FEED PB . . . . . . . . . . . . . . . . . . . . . . . MANUAL IN
LINE/OPEN
4. APU BLEED PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
5. GROUND CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INFORMED

6. ENG START SELECTOR . . . . . . . . . . . . . . . . . . . . . . CRANK
7. ENG MAN START PB (N3<10%) . . . . . . . . . . . . . . . . . PUSH/ON
MOTOR ENGINE UNTIL ANY FIRE EVIDENCE DISAPPEARED
7100
ENGINE STARTING
WARNING: YOU MUST NOT USE YOUR HANDS TO PREVENT CAUTION: YOU MUST NOT OPERATE THE ENGINE IF THE THRUST
MOVEMENT OF THE LP COMPRESSOR (FAN). IF YOU DO, REVERSER HALVES ARE OPEN. IF THE ENGINE IS
YOU CAN CAUSE INJURY TO YOURSELF AND DAMAGE TO OPERATED WHEN THE THRUST REVERSER HALVES ARE
EQUIPMENT. OPEN, DAMAGE TO THE POWER PLANT CAN OCCUR.
WARNING: YOU MUST MAKE SURE THAT ALL AREAS WHERE YOU Preparation for Automatic or Manual Engine Start
OPERATE THE ENGINE ARE AS CLEAN AS POSSIBLE. ALL
Prepare the aircraft/engine for ground operation
AREAS MUST BE VERY CLEAN TO PREVENT INJURY AND
(Ref. AMM 710000860848)
SERIOUS DAMAGE TO THE ENGINE AND AIRCRAFT.
Energize the aircraft electrical circuits
WARNING: BEFORE YOU OPERATE THE ENGINES AT POWER (Ref. AMM 244100861801)
SETTINGS ABOVE IDLE, MAKE SURE THAT THERE IS NO
Get access to the avionics compartment. Then open, safety and tag
RISK OF PREPRESSURIZATION OR RESIDUAL PRESSURE
this(these) circuit breaker(s):
IN THE AIRCRAFT AFTER SUBSEQUENT ENGINE
SHUTDOWN. TO DO THIS, MAKE SURE THAT THE AIR
CONDITIONING OUTFLOW VALVES ARE OPEN DURING ALL PANEL .... DESIGNATION . . . . . . . . . . . . . FIN . . . . . . LOCATION
THE TEST. TO OPEN THE VALVES SET THE CABIN 715VU .... ANTI ICE WSHLD L . . . . . . . . . 1DG1 . . . . D54
PRESSURE MODE TO MANUAL. THEN SET THE CABIN 715VU .... ANTI ICE WSHLD R . . . . . . . . . 1DG2 . . . . R57
PRESS/MAN/V/S CTL SWITCH TO UP. THE DITCHING 721VU .... ANTI ICE TAT 1 . . . . . . . . . . . . . 12DA1 . . . . B07
FUNCTION MUST NOT BE SET TO ON. 721VU .... ANTI ICE AOA 1 . . . . . . . . . . . . 1DA1 . . . . . C06
OR SET THE RAM AIR INLET TO OPEN (THE OVERFLOW 721VU .... ANTI ICE WINDOWS L . . . . . . 4DG1 . . . . D03
VALVES ARE THEN IN THE 50% OPEN POSITION). IF 721VU .... ANTI ICE AOA 3 . . . . . . . . . . . . 1DA3 . . . . . G06
PERSONS TRY TO OPEN A DOOR WHEN THERE IS 721VU .... ANTI ICE PITOT 3 . . . . . . . . . . 4DA1 . . . . . L08
RESIDUAL PRESSURE IN THE AIRCRAFT THE DOOR CAN 721VU .... ANTI ICE STAT 3 . . . . . . . . . . . 11DA3 . . . . W11
OPEN WITH DANGEROUS SUDDEN FORCE, AND THERE IS 721VU .... ANTI ICE STAT 1 . . . . . . . . . . . 11DA1 . . . . W10
A RISK OF BAD INJURY OR DEATH, AND THERE CAN BE 722VU .... ANTI ICE WINDOWS R . . . . . . 4DG2 . . . . D42
DAMAGE TO THE AIRCRAFT. 722VU .... ANTI ICE TAT 2 . . . . . . . . . . . . . 12DA2 . . . . E43
722VU .... ANTI ICE AOA 2 . . . . . . . . . . . . 1DA2 . . . . . F47
WARNING: MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT 722VU .... ANTI ICE PITOT 2 . . . . . . . . . . 4DA2 . . . . . F43
CONTROL SURFACES ARE CLEAR BEFORE YOU MOTOR 722VU .... ANTI ICE STAT 2 . . . . . . . . . . . 11DA2 . . . . X41
THE ENGINE. MOVEMENT OF THE FLIGHT CONTROL 742VU .... ANTI ICE PITOT1OR3 . . . . . . . 3DA . . . . . . Q72
SURFACES CAN BE DANGEROUS AND/OR CAUSE
DAMAGE.
CAUTION: YOU MUST MAKE SURE THAT THERE IS NO HYDRAULIC
GROUND POWER SUPPLY CONNECTED TO THE AIRCRAFT
WHEN YOU DO THIS PROCEDURE. IF A GROUND POWER
SUPPLY IS CONNECTED, YOU CAN CAUSE DAMAGE TO
THE ENGINE PUMPS.
FRA US/E-1 WiK Mar 31, 2006 04|7100 Start|L3 Page 372
7100
Preparation (contd)
Make sure that this(these) circuit breaker(s) is(are) closed: Safety Precautions
Make sure that the fire fighting personnel is present
PANEL DESIGNATION FIN LOCATION Make sure that the brake pressure is correct
FOR 4040EM1
On the PARK BRK control panel 117VU
721VU EIVMU 1 14KS1 N05
Make sure that the PARK BRK control switch is set to ON
722VU IGN SYS B ENG 1 2EH1 F49
722VU FADEC B ENG 1 13KS1 K46 NOTE: On the R CENTER instrument panel 312VU, make sure that the
742VU HP FUEL SOV ENG 1 1KC1 E67 brake pressure indication on the Blue brakepressure triple indicator
742VU FADEC A ENG 1 12KS1 N74 is correct. If necessary pressurize the brake accumulator with Blue
742VU IGN SYS A ENG 1 1EH1 N72 pump (Ref. AMM).
FOR 4040EM2 Make sure that the A/SKID and N/W STRG selector switch is in the ON
721VU IGN SYS B ENG 2 2EH2 G03 position
721VU EIVMU 2 14KS2 P05
Check that the aircraft is cleared and that there are no persons in the
722VU FADEC B ENG 2 13KS2 D43
dangerous areas
742VU HP FUEL SOV ENG 2 1KC2 C75
742VU FADEC A ENG 2 12KS2 Q73 Aircraft Maintenance Configuration
742VU IGN SYS A ENG 2 1EH2 Q70
On the lower ECAM display unit:
FOR 4040EM3
Get the FUEL page. Make sure that there is the correct quantity of fuel in
721VU EIVMU 3 14KS3 P06 the fuel tanks to run the engine
722VU IGN SYS B ENG 3 2EH3 F50
722VU FADEC B ENG 3 13KS3 K47 On the HYD/FUEL control panel 245VU:
742VU HP FUEL SOV ENG 3 1KC3 C76 Push all the FUEL/PUMPS pushbutton switches (the OFF legends of these
742VU FADEC A ENG 3 12KS3 Q74 pushbutton switches go off).
742VU IGN SYS A ENG 3 1EH3 Q71 CAUTION: DO NOT RUN OR MOTOR THE ENGINE IF THE FUEL INLET
FOR 4040EM4 PRESSURE IS NOT POSITIVE (THE FUEL IS NECESSARY
721VU IGN SYS B ENG 4 2EH4 G04 TO LUBRICATE THE ENGINE FUEL PUMP AND THE HMU
721VU EIVMU 4 14KS4 N06 AND THUS PREVENT DAMAGE).
722VU FADEC B ENG 4 13KS4 D44
Supply the aircraft pneumatic system

742VU HP FUEL SOV ENG 4 1KC4 E68
742VU FADEC A ENG 4 12KS4 N75 On the ENG MASTER control panel 125VU:
742VU IGN SYS A ENG 4 1EH4 N73 Make sure that the ENG 1 (2) (3) (4) switch is set to OFF
Make sure that the throttle lever of the engine 1 (2) (3) (4) is in the IDLE
stop position (zero on the graduated section)
Make sure that the interphone system operates correctly
Check the aircraft stability (Ref. AMM TASK 055700200801)
Do the operational test of the engine fire detection system (Ref. AMM TASK
261200710801)
7100
AUTOMATIC STARTING PROCEDURE
WARNING: TO ABORT THE ENGINE START SEQUENCE, YOU MUST NOTE: If the warning ENG(X) EPR MODE FAULT is displayed on the
PUT THE ENG/MASTER SWITCH BACK TO THE OFF ECAM, it can be cleared doing the following:
POSITION. IF YOU ONLY CHANGE THE POSITION OF THE Set the rotary selector back to NORM position; after five seconds,
ENGINE MODE ROTARY SELECTOR SWITCH (FROM during the EEC is powered by the EIVMU, the engine parameters
IGN/START TO NORM), THE FADEC SYSTEM WILL NOT become invalid
ABORT THE START SEQUENCE. THIS CAUSES A RISK THAT
When the engine parameters are displayed as invalid, set the rotary
THE ENGINE WILL CONTINUE TO START. THIS, IN TURN,
selector to IGN/START; during about seven seconds the engine
CAN CAUSE INJURIES TO PERSONNEL.
parameters will remain invalid
CAUTION: YOU MUST NOT START, DRY MOTOR OR WET MOTOR THE When the engine indication become valid, if the ENG(X) EPR MODE
ENGINE IF THE OIL TEMPERATURE IS LESS THAN MINUS FAULT ECAM caution and EPR XX disappear, resume normal
40 C. LOW OIL TEMPERATURES CAN CAUSE DAMAGE TO procedure
THE ENGINE BEARINGS.
Set the applicable Engine Master Lever to ON
CAUTION: IF THE ENGINE IS IN A COLD ENVIRONMENT, THE ENGINE If the engine does not start there will be an automatic cooling and flushing
OIL CAN BECOME TOO COLD. IF THE ENGINE IS NOT time. The EEC will then try to start the engine again
OPERATED, AND IS IN THIS ENVIRONMENT, YOU MUST DO
If there is a second failure to start you must set the Engine Master Lever to
A CHECK OF THE ENGINE OIL TEMPERATURE REGULARLY.
OFF and the Engine Start Rotary Selector to NORM. Find the cause of the
IF NECESSARY, DO AN ENGINE START AND OPERATE THE
problem
SATISFACTORY. When the engine starts, make sure that the oil pressure indication increases
in 30 seconds after N3 starts to turn. If the oil pressure indication stays at
Make sure that the oil temperature is more than minus 40 C
zero, stop the start procedure (set the Engine Master Lever to OFF) and
Make sure that the EGT is less than 150 C find the cause of the problem
NOTE: At the start of the Auto Start sequence, if the EGT is more than When the engine gets to ground idle and is stable, make sure that the
150 C, the FADEC will automatically do a dry motoring until the EGT indications which follow are in their limits:
decreases to less than 150 C. The oil pressure
Set the Engine Start Rotary Selector to IGN START The N3 speed
The EGT
The vibration levels
If the engine is to be operated above idle, keep it at idle speed for 5
minutes. Then increase the engine speed
7100
!(
% INITIAL CONFIGURATION OF CONTROLS
! !
(Engine not running)
FURTHER START ENG

ENGINE MAN START
REQUIRES PANEL 1 PUSHBUTTON OFF
RECONFIGURATION
!(
%
! ! START IDENTIFICATION
ECAM ENG page is displayed. (**)
ENG
PACK VALVES close. (*)
LP and HP Fuel Valves close 1
Ignition stops LP Fuel Valve opens.
Start Valve closes Start Valve opens (except in flight,
in the stabilized windmill zone)
!(
% In flight:
ENG ! !
Ignition starts (Igniters A&B)

1
HP Fuel Valve opens
On ground, when N3 above 25% or
at maximum motoring speed:
Ignition starts (Igniter A or B)
HP Fuel Valve opens
When N3 = 50%:

NOTE: (*) If after 30 seconds the Start Valve starts closing
Engine Master Switch is not ON, (fully closed within 10s)
the Pack Valves will reopen. ENG
Pack Valves reopen, if the other
1
(**) At first engine start, if after Engine is not started within 30s
IGN/START selection no further
action is applied, the ECAM ! !! Igniter off, if on ground
ENGINE page will automatically
disappear after 30 seconds. !(
%
(***) If the Engine Start Selector ! ! ECAM ENG page disappears. (***)
ENG
is not switched to NORM, the If after Engine start, the Mode Selector is set at
ENGINE page is automatically

1 NORM and back to IGN/START, continuous relight is
replaced by the WHEEL page, 15 activated on the running Engine(s)
seconds after the 4th engine
start.
Figure 205 Automatic Starting Sequence

7100
MANUAL STARTING PROCEDURE Make sure that the EGT increases, this is an indication that fuel and ignition
Make sure that the oil temperature is more than minus 40 C have occurred
Make sure that the EGT is less than 150 C Monitor the EGT rate of increase. If it shows that it will pass the EGT start
limit, abort the start (set the Engine Master Lever to OFF, the Engine
NOTE: You must not start the engine if the EGT is more than 150 C. If you Manual Start Pushbutton to OFF and the Engine Start Rotary selector to
do, the EGT will pass its limit during the engine start. You can dry NORM)
motor the engine to decrease the EGT.
Make sure that the oil pressure indication increases in 30 seconds after the
Get the ENGINE page on the System Display unit N3 starts to turn. If the oil pressure indication stays at zero, stop the start
NOTE: Do this step only if the manual start is used for takeoff. procedure. Find the cause of the problem.
If the Fuel Used value is other than zero: Do these steps if the engine does not start 30 seconds after the Engine
Master Lever was set to ON:
Set the Engine Start Rotary Selector to IGN START
Set the Engine Master Lever to OFF, the Engine Manual Start
Open then close the 115 VAC aircraft power circuit breaker of the
Pushbutton to OFF and the Engine Start Rotary Selector to NORM
EEC channel A. The Fuel Used value on the System Display unit
should be reset to Zero (without dashes). If this is not the case, do Do a dry motor of the engine for 30 seconds before you try to do a
the same steps on the EEC channel B second start. (Ref. AMM)
Keep rotary selector on IGN/START position until engine is started NOTE: The ENG MAN START pushbutton must be set to OFF before a
Continue this procedure from step subsequent start can be tried.
If the Fuel Used value is set to zero: If there is a second equivalent failure, abort the start and find the cause of
the problem
Continue this procedure from step
If a start has been aborted because of high EGT, do a dry crank until the
Set the Engine Start Rotary Selector to IGN START
EGT is decreased before a subsequent start is tried (Ref. AMM)
Set the applicable Engine Manual Start Pushbutton to ON
When the engine gets to ground idle and is stable, make sure that the
Make sure that there is an indication that N3 has started to turn. If the N3 indications which follow are in their limits
rotor does not turn, set the Engine Manual Start Pushbutton to OFF. Find
The oil pressure
the cause of the problem
The N3 speed
Make sure that there is an indication that the N1 and N2 rotors have started
to turn The EGT
When the N3 gets to 25 percent and the EGT is less than 150 C, set the The vibration levels
Engine Master Lever to ON Set the Engine Manual Start Pushbutton to OFF and the Engine Start
Rotary selector back to NORM
If the engine is to be operated above idle, keep it at idle speed for 5
minutes. Then increase the engine speed
7100
!( (

%
! ! ! INITIAL CONFIGURATION OF CONTROLS
(Engine not running)
FURTHER START ENG
REQUIRES PANEL 1
RECONFIGURATION
SEL OFF
!( (

% !
! !
NOTE: (*) If after 30 seconds the START IDENTIFICATION
Engine Master Switch is not ON, ENG ECAM ENG page is displayed. (**)
the Pack Valves will reopen.
Start Valve
1 PACK VALVES close. (*)
(**) At first engine start, if after
IGN/START selection no further closes SEL OFF
action is applied, the ECAM
ENGINE page will automatically (
!(
disappear after 30 seconds. % !
(***) If the Engine Start Selector ! !
is not switched to NORM, the ( Start Valve opens
ENG
ENGINE page is automatically !
replaced by the WHEEL page, 15 1 ON
seconds after the 4th engine
start. STARTING INTERRUPTION
!( (
% ! Select Engine Master Switch to ON
SELECTED ENG ! ! when N3 25%
OFF
1
ON
LP and HP Fuel Valves close
Ignition stops
!( (
Start Valve closes % !
ENG ! ! Both Igniters on

1 LP and HP Fuel Valve open
When N3 50% Start Valve closes and

the Ignition stops (if on ground)
SEL OFF
ENG STARTING INTERRUPTION Select Mode Selector to NORM

!( when N3 > 55%
1 % (
!
! !
ENG

1 Pack Valves reopen after 30s
ECAM ENGINE page disappears (***)

SEL OFF
Figure 206 Manual Start Sequence

7100
ENGINE SHUT DOWN

STOP THE ENGINE If an emergency shutdown is necessary, do the steps that follow:
If you have operated the engine at more than minimum idle, decrease the NOTE: The emergency shutdown procedure must only be used when
engine speed to idle. Then operate it at minimum idle for 5 minutes unusual conditions occur (for example, to prevent damage to the
NOTE: This will permit the engine temperatures to decrease before you stop engine).
the engine. Set the Engine Master Lever to OFF
If the other engines are not in operation, supply pneumatic pressure with the When the N3 rotor has stopped, dry motor the engine for 30 seconds
APU or ground air supply (Ref. AMM). But do not do this if you think internal damage to the engine
has occurred
NOTE: You must have pneumatic pressure to dry motor the engine if a fire
occurs while the engine stops. If necessary, dry motor the engine again to decrease the EGT to less
than 100 C
Set the Throttle lever to FWD IDLE (if not set to this position before)
Make sure that the N1, N2 and N3 rotor speeds decrease correctly
Make sure that the engine speed decreases immediately after you set the
Engine Master Lever to the OFF position. If the engine speed does not
decrease, the Hydromechanical Unit Shutoff Valve (HMUSOV) has a
failure. Do the steps which follow:
CAUTION: DO NOT OPERATE THE AGENT DISCHARGE
PUSHBUTTON. IT IS ONLY NECESSARY TO ARM THE
FIRE EXTINGUISHER SYSTEM.
Push the Engine Fire Pushbutton. This will isolate the aircraft systems
and arm the fire extinguishers. Do not operate the agent discharge
pushbutton.
The engine will operate for approximately 1 minute and then the engine
speed will decrease
NOTE: More time than usual is necessary for the engine speed to
decrease. No adjustment to the engine controls is necessary.
If the EGT goes too high or an engine internal fire occurs, do the
applicable procedure
FRA US/E-1 WiK Mar 31, 2006 05|7100 S/D|L3 Page 378
7100
THIS PAGE INTENTIONALLY LEFT BLANK

FRA US/E-1 WiK Mar 31, 2006 05|7100 S/D|L3 Page 379
7100
ADJUSTMENT/TEST
DRY MOTORING
A dry motor of the engine can be necessary during, or after, an inspection or Make sure that this(these) circuit breaker(s) is(are) closed:
maintenance procedure. A dry motor will make sure that the engine rotates
freely, the instrumentation operates correctly, and that the operation of the PANEL DESIGNATION FIN LOCATION
starter meets the speed requirements for successful starts. A dry motor can be FOR 4040EM1
used to prime the engine lubrication system.
721 VU EIVMU 1 14KS1 N05
WARNING: YOU MUST NOT USE YOUR HANDS TO PREVENT
MOVEMENT OF THE LP COMPRESSOR (FAN). IF YOU DO, 722VU FADEC B ENG 1 13KS1 K46
YOU CAN CAUSE INJURY TO YOURSELF AND DAMAGE TO 742VU HP FUEL SOV ENG 1 1KC1 E67
EQUIPMENT.
742VU FADEC A ENG 1 12KS1 N74
WARNING: YOU MUST MAKE SURE THAT ALL AREAS WHERE YOU
FOR 4040EM2
OPERATE THE ENGINE ARE AS CLEAN AS POSSIBLE. ALL
AREAS MUST BE VERY CLEAN TO PREVENT INJURY AND 721VU EIVMU 2 14KS2 P05
SERIOUS DAMAGE TO THE ENGINE AND AIRCRAFT. 722VU FADEC B ENG 2 13KS2 D43
WARNING: MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT 742VU HP FUEL SOV ENG 2 1KC2 C75
CONTROL SURFACES ARE CLEAR BEFORE YOU MOTOR
THE ENGINE. MOVEMENT OF THE FLIGHT CONTROL 742VU FADEC A ENG 2 12KS2 Q73
SURFACES CAN BE DANGEROUS AND/OR CAUSE FOR 4040EM3
DAMAGE.
721VU EIVMU 3 14KS3 P06
CAUTION: YOU MUST MAKE SURE THAT THERE IS NO HYDRAULIC 722VU FADEC B ENG 3 13KS3 K47
GROUND POWER SUPPLY CONNECTED TO THE AIRCRAFT
WHEN YOU DO THIS PROCEDURE. IF A GROUND POWER 742VU HP FUEL SOV ENG 3 1KC3 C76
SUPPLY IS CONNECTED, YOU CAN CAUSE DAMAGE TO 742VU FADEC A ENG 3 12KS3 Q74
THE ENGINE PUMPS.
FOR 4040EM4
CAUTION: YOU MUST NOT OPERATE THE ENGINE IF THE THRUST
721VU EIVMU 4 14KS4 N06

REVERSER HALVES ARE OPEN. IF THE ENGINE IS
OPERATED WHEN THE THRUST REVERSER HALVES ARE 722VU FADEC B ENG 4 13KS4 D44
OPEN, DAMAGE TO THE POWER PLANT CAN OCCUR. 742VU HP FUEL SOV ENG 4 1KC4 E68
742VU FADEC A ENG 4 12KS4 N75
FRA US/E-1 WiK Mar 31, 2006 06|7100 Tests|L3 Page 380
7100
Preparation
You must do the general procedures for the engine ground operation Make sure that the A/SKID and N/W Steering Selector Switch is in the ON
Read the general procedures for an engine fire during ground operation position (panel 312VU)
Read the engine limits Do the quantity checks of the engine oil system:
Do the EIS start procedure (E/WD DU, SD DU only On the System Display (SD) Engine Page, make sure that the Oil
Quantity indication is correct. If necessary, fill the oil tank
On the ECAM control panel, push the HYD key (on the SD, the HYD page
comes into view) If necessary, use the engine oil tank sight glass to do a check of the oil
quantity
On the SD:
Do not start the engine if the cockpit indication for oil quantity shows less
Make sure that the pressure of the hydraulic reservoirs is correct
than 12.77 ltr.
For ENG 1 and ENG 4 Green reservoir
For ENG 2 Blue reservoir If more than 4.73 ltr. is necessary to make the engine oil system full, do
For ENG 3 Yellow reservoir a check of the engine oil level before you start the engine
Make sure that the reservoirs fluid level is correct Supply air from the applicable air source. Make sure there is sufficient
pressure
Make sure that the engine 1, (2), (3) or (4) fuel pump is serviceable (on the
fuel section of the panel 245VU, the FAULT legend of the fuel pump 1, (2),
(3) or (4) pushbutton switch must be off)
You must have one of these air sources to dry motor the engine:
The APU air supply
The crossbleed air from another engine in operation
A ground air supply
Make sure that the Throttle Control Lever of the engine 1, (2), (3) or (4) is in
the idle stop position (zero on the graduated sector)
On the Engine Start Control Panel 145VU, make sure that the Engine Start
Rotary Selector is in the NORM position
On the engine section of the Overhead Panel 212VU, make sure that the
ENG MAN START 1, (2), (3) or (4) pushbutton switch is off

On the Engine Master Control Panel 125VU, make sure that the Engine
Master Switch 1, (2), (3), or (4) is in the OFF position
On the Park Brake Control Panel 117VU, make sure that the Park Brake
Selector Switch is at ON
NOTE: On the right center instrument panel 312VU, make sure that the
brake pressure indication on the Blue brakepressure triple indicator
is correct. If necessary pressurize the brake accumulator with the
blue pump.
7100
Dry Motoring Procedure
CAUTION: YOU MUST NOT START, DRY MOTOR OR WET MOTOR THE NOTE: Continuous operation of the starter must be limited in accordance
ENGINE IF THE OIL TEMPERATURE IS LESS THAN MINUS with one of the cycles that follow:
40 C. LOW OIL TEMPERATURES CAN CAUSE DAMAGE TO Normal cycle: Up to 3 minutes continuous operation, then run
THE ENGINE BEARINGS. down to zero N3.
Up to a further 3 minutes continuous operation, then run down to
CAUTION: IF THE ENGINE IS IN A COLD ENVIRONMENT, THE ENGINE
zero N3.
OIL CAN BECOME TOO COLD. IF THE ENGINE IS NOT
Up to a further 1 minute continuous operation, then run down to
OPERATED, AND IS IN THIS ENVIRONMENT, YOU MUST DO
zero N3 and let it cool for 30 minutes.
A CHECK OF THE ENGINE OIL TEMPERATURE REGULARLY.
Extended cycle: Up to 5 minutes continuous operation followed
by a 30 minute cooling period.
SATISFACTORY. On the ENG section of the overhead panel 212VU:
1) Make sure that the oil temperature is more than minus 40 C After the Engine Start Rotary Selector is set to CRANK, push the
applicable Engine Manual Pushbutton Switch (the ON legend comes on)
Do this test:
Make sure that you see an indication that the N3 rotor has started to turn. If
ACTION RESULT the N3 rotor does not turn, release the Engine Manual Start Pushbutton
Switch (the ON legend goes off). Find the cause of the problem
1. On the FUEL section of the panel
245VU: NOTE: The maximum N3 rotor speed during the dry motor procedure is 33 %
- Push the fuel pump 1, (2), (3) or (4) - The OFF legend of this pushbutton Make sure that you see an oil pressure indication increase in 30 seconds
pushbutton switch switch goes off. after the N3 starts to turn. If the oil pressure stays at zero, stop the start.
Find the cause of the problem
2. Open the circuit breaker 1KC1, (2), On the SD fuel page the LP fuel
Make sure that you see an indication that N1 and N2 have started to turn
(3), or (4) to open the LP fuel valve valve is in the open position
the single chime operates, Stop the dry motor procedure as necessary:
the MASTER CAUT light comes On the engine section of the Overhead Panel 212VU, release the Engine
on. Manual Start Pushbutton Switch (the ON legend goes off).
On the Engine Start Control Panel 145VU, set the Engine Start Rotary
NOTE: In the event of an engine fire, the Fire ShutOff Valve has an override
Selector to the NORM position
function to close the pylon LP Fuel Shut-Off Valve if it was opened.

Do the EIS stop procedure
On the ENG START control panel 145VU:
Put the Aircraft back to its Initial Configuration
Set the ENG START rotary selector to the CRANK position
CAUTION: YOU MUST NOT MOTOR THE ENGINE MORE THAN THE
LIMIT. IF YOU MOTOR MORE THAN THE LIMIT, YOU CAN
CAUSE DAMAGE TO THE STARTER.
7100
WET MOTORING
The wet motor procedure is used for maintenance actions where core engine Make sure that the same circuit breaker(s) is(are) closed as for the dry
rotation and fuel flow are necessary, without ignition. The wet motor can be motoring procedure.
used to examine the fuel system for leaks and to depreserve and prime the fuel Get access to the avionics compartment. Then open, safety and tag this(these)
system after maintenance. circuit breaker(s):
WARNING: YOU MUST NOT DO A WET MOTOR OF THE ENGINE IN A
HANGAR OR OTHER CLOSED AREA. A LARGE QUANTITY PANEL DESIGNATION FIN LOCATION
OF VERY FLAMMABLE FUEL FUMES COME OUT OF THE FOR 4040EM1
ENGINE DURING THIS PROCEDURE AND THERE IS A HIGH
722 VU IGN SYS B ENG 1 2EH1 F49
RISK OF FIRE.
742VU IGN SYS A ENG 1 1EH1 N72
WARNING: YOU MUST NOT USE YOUR HANDS TO PREVENT
MOVEMENT OF THE LP COMPRESSOR (FAN). IF YOU DO, FOR 4040EM2
YOU CAN CAUSE INJURY TO YOURSELF AND DAMAGE TO 721VU IGN SYS B ENG 2 2EH2 G03
EQUIPMENT.
WARNING: YOU MUST MAKE SURE THAT ALL AREAS WHERE YOU
OPERATE THE ENGINE ARE AS CLEAN AS POSSIBLE. ALL FOR 4040EM3
AREAS MUST BE VERY CLEAN TO PREVENT INJURY AND 722VU IGN SYS B ENG 3 2EH3 F50
SERIOUS DAMAGE TO THE ENGINE AND AIRCRAFT.
WARNING: MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT FOR 4040EM4
CONTROL SURFACES ARE CLEAR BEFORE YOU MOTOR
THE ENGINE. MOVEMENT OF THE FLIGHT CONTROL 721VU IGN SYS B ENG 4 2EH4 G04
SURFACES CAN BE DANGEROUS AND/OR CAUSE 742VU IGN SYS A ENG 4 1EH4 N73
DAMAGE.
CAUTION: YOU MUST MAKE SURE THAT THERE IS NO HYDRAULIC Preparation
GROUND POWER SUPPLY CONNECTED TO THE AIRCRAFT Apply same preparations as listed for the Dry Motoring Procedure
WHEN YOU DO THIS PROCEDURE. IF A GROUND POWER Do an operational test of the engine fire and overheat detection system
SUPPLY IS CONNECTED, YOU CAN CAUSE DAMAGE TO
(Loop/Squib)
THE ENGINE PUMPS.
CAUTION: YOU MUST NOT OPERATE THE ENGINE IF THE THRUST
REVERSER HALVES ARE OPEN. IF THE ENGINE IS
OPERATED WHEN THE THRUST REVERSER HALVES ARE
OPEN, DAMAGE TO THE POWER PLANT CAN OCCUR.
7100
Wet Motoring Procedure
CAUTION: YOU MUST NOT START, DRY MOTOR OR WET MOTOR THE After the Engine Start Rotary Selector is set to CRANK, push the
ENGINE IF THE OIL TEMPERATURE IS LESS THAN MINUS applicable Engine Manual Start Pushbutton Switch (the ON legend
40 C. LOW OIL TEMPERATURES CAN CAUSE DAMAGE TO comes on)
THE ENGINE BEARINGS. Make sure that you see an indication that the N3 rotor has started to turn. If
CAUTION: IF THE ENGINE IS IN A COLD ENVIRONMENT, THE ENGINE the N3 rotor does not turn, release the Engine Manual Start Pushbutton
OIL CAN BECOME TOO COLD. IF THE ENGINE IS NOT Switch (the ON legend goes off). Find the cause of the problem
OPERATED, AND IS IN THIS ENVIRONMENT, YOU MUST DO NOTE: The maximum N3 rotor speed during the wet motor procedure is
A CHECK OF THE ENGINE OIL TEMPERATURE REGULARLY. 33 %.
Make sure that you see an oil pressure indication increase in 30 seconds
after the N3 starts to turn. If the oil pressure stays at zero, stop the start.
SATISFACTORY.
Find the cause of the problem
Make sure that the oil temperature is more than minus 40 C
Make sure that you see an indication that N1 and N2 have started to turn
Make sure that the EGT is less than 100 C
Make sure that the EGT is less than 100 C. If the EGT is more than
NOTE: The EGT must be less than 100 C before you let fuel flow through 100 C, you must continue to dry motor the engine to decrease the EGT. Do
the engine. not operate the starter more than the starter limits
Do this test: Set the Engine Master Lever to the ON position to let fuel flow through the
engine
ACTION RESULT
NOTE: The fuel flow indication during the wet motor procedure must be
1. On the FUEL section of the panel between 160 to 180 kg per hour.
245VU: Stop the wet motor procedure as necessary
- Push the fuel pump 1, (2), (3) or (4) - The OFF legend of this pushbutton Set the Engine Master Lever to the OFF position
pushbutton switch switch goes off.
NOTE: When the fuel flow through the engine is stopped, the engine must be
On the Engine Start Control panel 145VU: dry motored to remove all remaining fuel.
Set the Engine Start Rotary selector to the CRANK position Continue to dry motor the engine for a minimum of 20 seconds, until
there is no more fuel mist at the engine exhaust
NOTE: Continuous operation of the starter must be limited in accordance

with one of the cycles that follow: Normal cycle: Up to 3 minutes On the engine section of the Overhead Panel 212VU, release the Engine
continuous operation, then run down to zero N3. Up to a further 3 Manual Start Pushbutton Switch (the ON legend goes off)
minutes continuous operation, then run down to zero N3. Up to a On the Engine Start Control Panel 145VU, set the Engine Start Rotary
further 1 minute continuous operation, then run down to zero N3 Selector to NORM position
and let it cool for 30 minutes. Extended cycle: Up to 5 minutes Do the EIS stop procedure
continuous operation followed by a 30 minute cooling period.
Put the Aircraft back to its Initial Configuration
On the ENG section of the overhead panel 212VU:
7100
ENGINE TESTS
General
The following list shows the Engine Tests and procedures which are given in
AMM for the TRENT 500 Engine to make sure that the power plant is
serviceable after maintenance.
List of Engine Tests

Test No.1 Fuel and Oil Circulation Test
Test No.2 Fuel and Oil Leak Test
Test No.3 Low Idle/High Idle Test
Test No.5 Engine Running In Procedure
Test No.7 Engine Performance Test
Test No.8 Engine Acceleration Test
Test No.11 Engine Vibration Survey
Test No.13 Take Off Power Test
Test No.16 LP Compressor Rotor Trim Balance
Test No.21 Check for different EPR Numbers
7100
Component repaired or replaced Required Test(s)

An engine that is new or is repaired and was 1, 3
tested on a static test bed before installation The tests which are necessary after power plant,
module and component repair or replacement
are briefly described in the table. Detailed
An engine that is repaired and was not 1, 2, 3, 5, 7, information is given in AMM 710000.
tested on a static test bed before installation 8, 11, 13, 21
NOTE: Additional tests regardless of the AMM
Module 31 LP compressor 11 can be done if the operator thinks they
are necessary.
Fuel spray nozzles 2
Oil distribution system 2
Figure 207 Engine Tests

7100
Engine Tests Description
Fuel and Oil Circulation Test (Test No. 1) Acceleration Test (Test No. 8)
The Fuel and Oil Circulation Test is mainly required after a Module or an This test demonstrates if rapid acceleration from flight idle speed to take off
Engine change to establish fuel and oil circulation before following first engine power is ensured.
run.
Vibration Survey (Test No. 11)
Fuel and Oil Leak Test (Test No. 2) This test is performed to ensure that power plant vibration is acceptable
The Fuel and Oil Leak Test is used to check non pretested Engines, replaced following certain component replacement as specified in the Power Plant Test
Engine Modules or assemblies which have not been tested on a static test bed Reference Table.
before the engine was installed. It is mainly used for detecting any leaks prior
higher power setting to prevent unwanted engine damages. Take Off Power Test (Test No. 13)
The Take Off Power Test ensures that the Engine reaches the Take Off Power
Low/High Idle Test (Test No. 3) target calculated by the Engine Electronic Controller (EEC).
This test verifies that N3 idle speed will be within limits to maintain a specific
PS3. It also checks that the engine reaches required approach idle speed to LP Compressor Rotor Trim Balance (Test No. 16)
ensure rapid acceleration in case of a go around. This test requires engine The LP Compressor Trim Balance Test is intended to cover trim balancing
operation at minimum idle speed and approach idle speed. operations associated with the use of weights which may be attached to the
nose cone assembly for ensuring acceptable power plant vibration.
Engine Running In Procedure (Test No. 5)
The Engine Running In Procedure is primarily intended to runin new engine Check for different EPR Numbers (Test No. 21)
seals. Minor repair engines which have not had new engine seals installed will The Check for different EPR Numbers verifies correspondence between the
not require this runin procedure. This procedure is designed to properly runin Engine Information Plate and the Engine Data Slip Plate to the Data Entry Plug
the seals without damage to the teeth or the stationary seal surfaces. in regards to the Engine EPR number. The Engine EPR number verifies that
engines having the same thrust will have the same EPR indication on the
Engine Performance Test (Test No. 7) Engine and Warning Display (E/WD) in the flight deck.
The Engine Performance Test checks the rate between N1, N2, N3 and TGT to
ensure that engine performance is certified without exceeding the specified
parameter limits.
A3405/6RR 7180 B12
TABLE OF CONTENTS
ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . 1 7200 ENGINE-GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
GENERAL LAYOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 52
7222 GAS GENERATOR FAIRINGS . . . . . . . . . . . . . . . . . . . . . 56
ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . 6 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 56
7230 COMPRESSOR SECTION . . . . . . . . . . . . . . . . . . . . . . . . . 58
7100 POWER PLANT GENERAL . . . . . . . . . . . . . . . . . . . . . . . . 6 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 58
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 7240 COMBUSTION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . 70
ENGINE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 70
PROPULSION SYSTEM INTRODUCTION . . . . . . . . . . . 10
7250 TURBINE SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
ACCESS PANELS GENERAL LAYOUT . . . . . . . . . . . . . . 12
7161 AIR INTAKE COWL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
7261 ACCESSORY DRIVE SECTION . . . . . . . . . . . . . . . . . . . . 80
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 80
7113 FAN COWL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
7235 FAIRING/SPINNER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . 18
FCOS FUNCTIONAL OPERATION . . . . . . . . . . . . . . . . . . 20
7231 LP COMPRESSOR BLADES . . . . . . . . . . . . . . . . . . . . . . 86
7836 T/R OPENING MECHANISM . . . . . . . . . . . . . . . . . . . . . . . 22
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
7120 ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 30 ATA 79 OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
7171 POWER PLANT DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . 32
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 7900 OIL GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 34 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
DRAINS COLLECTOR TANKCOMPONENT 7911 STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
POWER PLANT STORAGE . . . . . . . . . . . . . . . . . . . . . . . . 40 7920 DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
ATA 72 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
OIL DISTRIBUTION COMPONENT DESCRIPTION . . . 108
ENGINE COMPONENTS INTRODUCTION . . . . . . . . . . 44 7931 OIL QUANTITY INDICATING . . . . . . . . . . . . . . . . . . . . . . 118
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A3405/6RR 7180 B12
TABLE OF CONTENTS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 ATA 77 INDICATION . . . . . . . . . . . . . . . . . . . . . . . 184
7932 OIL TEMPERATURE INDICATING . . . . . . . . . . . . . . . . . . 120
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 7700 INDICATION GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
7933 OIL PRESSURE INDICATING . . . . . . . . . . . . . . . . . . . . . . 122
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
7711 SHAFT SPEED INDICATING . . . . . . . . . . . . . . . . . . . . . . . 190
7934 LOP-WARNING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 124
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
7713 ENGINE PRESSURE RATIO (EPR) . . . . . . . . . . . . . . . . . 192
7934 OIL FILTER CLOGGING WARNINGSYSTEM . . . . . . . . 126
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
EPR INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
EPR TRIMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196
ATA 73 ENGINE FUEL & CONTROL . . . . . . . . . 128 7721 EGT INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
7300 FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 EGT INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 EGT TRIMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
7310 DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 7722 TURBINE OVERHEAT DETECTION . . . . . . . . . . . . . . . . 204
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 130 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
OPERATION AND CONTROL . . . . . . . . . . . . . . . . . . . . . . 132
7732 VIBRATION INDICATING SYSTEM . . . . . . . . . . . . . . . . . 206
FUEL SYSTEM COMPONENTS DESCRIPTION . . . . . . 134
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
710000 FAN TRIM BALANCE (ONE SHOT METHOD) . . . . . . . . 216
7321 FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154 7733 ENGINE CONDITION MONITORING . . . . . . . . . . . . . . . . 222
FADEC SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . 156
FADEC SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . 160
FADEC POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . 164
ATA 76 ENGINE CONTROLS . . . . . . . . . . . . . . . 224
INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168 7610 POWER CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
ELECTRONIC ENGINE CONTROLLER (EEC) . . . . . . . 172 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
DATA ENTRY PLUG (DEP) . . . . . . . . . . . . . . . . . . . . . . . . 176 POWER CONTROL FUNCTIONAL OPERATION . . . . . 226
DEDICATED ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . 178
7611 THROTTLE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
P20/T20 PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
7612 ENGINE MASTER CONTROL . . . . . . . . . . . . . . . . . . . . . . 242
Page ii
A3405/6RR 7180 B12
TABLE OF CONTENTS
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 242 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 294
OPERATION AND CONTROL . . . . . . . . . . . . . . . . . . . . . . 244 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 296
7621 EMERGENCY S/D SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 246 COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . 298
FUNCTIONAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 246 VSV SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 300
VSV COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . 302
VBV COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . 304
ATA 78 EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . 250 VBV SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 306
VSV - OPERATIONAL TEST . . . . . . . . . . . . . . . . . . . . . . . 312
7800 EXHAUST GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250
7831 T/R CONTROL AND INDICATING . . . . . . . . . . . . . . . . . . 252 ATA 30 ICE & RAIN PROTECTION . . . . . . . . . . 314
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 252
3021 ENG AIR INTAKE ICE PROTECTION . . . . . . . . . . . . . . . 314
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 314
7837 T/R INDEPENDENT LOCKING SYSTEM . . . . . . . . . . . . 260 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 316
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260 OPERATION AND CONTROL . . . . . . . . . . . . . . . . . . . . . . 318
T/R FUNCTIONAL OPERATION . . . . . . . . . . . . . . . . . . . . 262 INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320
MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . 268 THERMAL ANTI ICE VALVE . . . . . . . . . . . . . . . . . . . . . . . 322
783100 OPS TEST OF THE T/R VIA MCDU . . . . . . . . . . . . . . . . . 276 MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . 324
ATA 75 AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280 ATA 24 ELECTRICAL POWER . . . . . . . . . . . . . . 326

7500 AIR GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280 2421 IDG COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . 326
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 326
7521 ACCESSORY/ZONE COOLING . . . . . . . . . . . . . . . . . . . . 282 OPERATION AND CONTROL . . . . . . . . . . . . . . . . . . . . . . 328
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 282
7541 NACELLE TEMP INDICATING . . . . . . . . . . . . . . . . . . . . . 284
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284
ATA 74 IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . 330
7522 ENGINE COOLING AND SEALING . . . . . . . . . . . . . . . . . 286 7400 IGNITION GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330
7524 TURBINE CASE COOLING (TCC) . . . . . . . . . . . . . . . . . . 288 IGNITION SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . 332
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 288 IGNITION SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . 334
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292 IGNITION - OPERATIONAL TEST . . . . . . . . . . . . . . . . . . 336
7533 IPC/HPC AIRFLOW CONTROL . . . . . . . . . . . . . . . . . . . . 294
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A3405/6RR 7180 B12
TABLE OF CONTENTS
ATA 80 STARTING . . . . . . . . . . . . . . . . . . . . . . . . . 340
8000 STARTING GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 340
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 340
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 342
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344
8011 PNEUMATIC STARTER AND SAV . . . . . . . . . . . . . . . . . . 350
STARTER AIR VALVE (SAV) . . . . . . . . . . . . . . . . . . . . . . . 350
AIR STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354
7100 POWER PLANT-GENERAL . . . . . . . . . . . . . . . . . . . . . . . . 356
AIRCRAFT/ENGINE PREPARATION FOR GND OPS . 356
ENGINE OPERATING LIMITS . . . . . . . . . . . . . . . . . . . . . . 366
ABNORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . 368
EMERGENCY CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . 371
ENGINE STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 372
ENGINE SHUT DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . 378
ADJUSTMENT/TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 380
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Figure 1 Rolls Royce RB211 Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 36 Intermediate Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Figure 2 Power Plant Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 37 HP System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Figure 3 Propulsion System Components . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 38 High Pressure System Cross Section . . . . . . . . . . . . . . . . . . . 69
Figure 4 Nacelle Access Doors and Panels . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 39 Combustion Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Figure 5 Air Intake Cowl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 40 HPT NGVs and Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 6 Fan Cowl Doors and Latches . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 41 Intermediate Pressure Turbine . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 7 Fan Cowl Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 42 Low Pressure Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 8 Electrical Fan Cowl Operating System . . . . . . . . . . . . . . . . . . . . 21 Figure 43 Turbine Exhaust Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 9 Thrust Reverser C-Ducts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 44 External Gearbox Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 10 Thrust Reverser Cowl Latches . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 45 Air Intake Fairing and Spinner . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 11 L6 and L7 Latch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 46 Nose Cone Spinner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 12 Engine Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 47 Fan Blade Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 13 Forward and Aft Mount Assembly . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 48 Fan Blade Removal / Installation . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 14 Drains System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 49 Fan Blade No.1 Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 15 Drains System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 50 Fan Blade & Annulus Fillers Examination . . . . . . . . . . . . . . . . 93
Figure 16 Drains Mast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 51 Turning HP Rotor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 17 Drains Collector Tank / Ejector Pump . . . . . . . . . . . . . . . . . . . . 39 Figure 52 Turning IP Rotor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 18 Power Plant Preservation Chart . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 53 Oil System Simplified . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 19 Power Plant Preservation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Figure 54 Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 20 ENG Transportation Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 55 Oil System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 21 Engine Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 56 Oil Distribution System Components . . . . . . . . . . . . . . . . . . . . 105
Figure 22 Engine Top Right View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Figure 57 Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 23 Engine Lower Right View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 58 Oil Distribution Components . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 24 Engine Top Left View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Figure 59 Fuel Oil Heat Exchanger (FOHE) . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 25 Engine Lower Left View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 60 Scavenge Oil Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 26 Engine Mechanical Arrangement . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 61 Pressure Oil Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 27 Engine Bearing Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 62 Centrifugal Breather Function . . . . . . . . . . . . . . . . . . . . . . . . . . 116
Figure 28 Engine Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Figure 63 Centrifugal Breather Location . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 29 Trent 500 Modular Breakdown . . . . . . . . . . . . . . . . . . . . . . . . . 55 Figure 64 Oil Quantitiy Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Figure 30 Gas Generator Fairings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 65 Oil Quantity Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 31 LP Compressor and Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 66 Oil Temperature Thermocouple and Indication . . . . . . . . . . . . 121
Figure 32 Low Pressure Compressor (LPC) Rotor . . . . . . . . . . . . . . . . . 61 Figure 67 Oil Pressure Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 33 IP Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 Figure 68 Low Oil Pressure Warning System . . . . . . . . . . . . . . . . . . . . . . 125
Figure 34 IP Compressor Cross Section . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Figure 69 Oil Filter Clogging Warning System . . . . . . . . . . . . . . . . . . . . . 127
Figure 35 Typical Compressor Rotor Blade Installation . . . . . . . . . . . . . . 65 Figure 70 Fuel System General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
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Figure 71 Fuel Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131 Figure 106 EGT Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Figure 72 Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133 Figure 107 EEC Configuration Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Figure 73 Fuel Pump Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135 Figure 108 TGT Trimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Figure 74 Fuel Oil Heat Exchanger (FOHE) Assembly . . . . . . . . . . . . . . 137 Figure 109 Turbine Overheat Detection System . . . . . . . . . . . . . . . . . . . . 205
Figure 75 Hydromechanical Metering Unit (HMU) . . . . . . . . . . . . . . . . . . 139 Figure 110 Vibration Indicating System Components . . . . . . . . . . . . . . . 207
Figure 76 Hydromechanical Metering Unit (HMU) Function . . . . . . . . . . 141 Figure 111 Vibration Indicating System Presentation . . . . . . . . . . . . . . . . 209
Figure 77 High Pressure Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143 Figure 112 Vibration Indicating System Schematic . . . . . . . . . . . . . . . . . 211
Figure 78 High Pressure Fuel Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 Figure 113 EIVMU CMS Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Figure 79 Fuel Flow Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147 Figure 114 EIVMU Fan Unbalance Menu . . . . . . . . . . . . . . . . . . . . . . . . . 213
Figure 80 Fuel Spray Nozzle (FSN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 Figure 115 EIVMU Max Flight Vibration & Frequency Analysis . . . . . . . 214
Figure 81 Secondary Fuel Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151 Figure 116 EIVMU Discrete Inputs and Outputs . . . . . . . . . . . . . . . . . . . . 215
Figure 82 Fuel Spray Nozzle Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 153 Figure 117 EIVMU One Shot Trim Balance (Sheet 1/4) . . . . . . . . . . . . . 217
Figure 83 FADEC System Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . 155 Figure 118 Timing Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
Figure 84 FADEC System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . 157 Figure 119 EIVMU OS-TB with Flight Data . . . . . . . . . . . . . . . . . . . . . . . . 219
Figure 85 FADEC System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159 Figure 120 EIVMU OS-TB with Ground Data . . . . . . . . . . . . . . . . . . . . . . 220
Figure 86 FADEC System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163 Figure 121 EIVMU OS-TB with Manual Input Data . . . . . . . . . . . . . . . . . 221
Figure 87 FADEC Power Supply Diagram . . . . . . . . . . . . . . . . . . . . . . . . . 165 Figure 122 ECM Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
Figure 88 FADEC Electrical Power Supply . . . . . . . . . . . . . . . . . . . . . . . . 167 Figure 123 Power Control System Presentation . . . . . . . . . . . . . . . . . . . . 225
Figure 89 Airframe / FADEC Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169 Figure 124 Power Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
Figure 90 Airframe / Propulsion System Interface . . . . . . . . . . . . . . . . . . 171 Figure 125 Reversionary Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
Figure 91 Engine Electronic Controller (EEC) . . . . . . . . . . . . . . . . . . . . . . 173 Figure 126 Thrust Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
Figure 92 EEC Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175 Figure 127 Take-Off Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
Figure 93 Data Entry Plug (DEP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177 Figure 128 Thrust Bump Facility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233
Figure 94 EEC Dedicated Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179 Figure 129 N1 Alignment Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235
Figure 95 P20/T20 Probe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181 Figure 130 Throttle Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237
Figure 96 Software Upload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183 Figure 131 Throttle Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
Figure 97 Engine Indicating Presentation . . . . . . . . . . . . . . . . . . . . . . . . . 185 Figure 132 Throttle Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
Figure 98 Engine and Warning Display (E/WD) . . . . . . . . . . . . . . . . . . . . 187 Figure 133 Engine Master Control Presentation . . . . . . . . . . . . . . . . . . . . 243
Figure 99 Engine System Display (SD) . . . . . . . . . . . . . . . . . . . . . . . . . . . 189 Figure 134 Engine Master Control System Schematic . . . . . . . . . . . . . . 245
Figure 100 Shaft Speed Component Location . . . . . . . . . . . . . . . . . . . . . 191 Figure 135 Emergency Shut Down System . . . . . . . . . . . . . . . . . . . . . . . . 247
Figure 101 Engine Pressure Ratio (EPR) System . . . . . . . . . . . . . . . . . . 193 Figure 136 LPTOS Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . 249
Figure 102 EPR Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195 Figure 137 Thrust Reverser Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
Figure 103 EEC Configuration Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196 Figure 138 Thrust Reverser System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
Figure 104 EPR Trimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197 Figure 139 Thrust Reverser Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254
Figure 105 EGT Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199 Figure 140 Thrust Reverser Components . . . . . . . . . . . . . . . . . . . . . . . . . 255
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Figure 141 Hydraulic Control Unit (HCU) . . . . . . . . . . . . . . . . . . . . . . . . . . 257 Figure 176 Engine TAI Ducting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 317
Figure 142 Actuators & Synchro Flex Shafts . . . . . . . . . . . . . . . . . . . . . . 258 Figure 177 Engine-TAI System Schematic . . . . . . . . . . . . . . . . . . . . . . . . 319
Figure 143 Hydraulic Actuator Components . . . . . . . . . . . . . . . . . . . . . . . 259 Figure 178 TAI System Electrical Schematic . . . . . . . . . . . . . . . . . . . . . . 321
Figure 144 T/R Independent Locking System . . . . . . . . . . . . . . . . . . . . . . 261 Figure 179 Thermal Anti Ice Valve Schematic . . . . . . . . . . . . . . . . . . . . . 323
Figure 145 Thrust Reverser System Schematic . . . . . . . . . . . . . . . . . . . . 263 Figure 180 TAI-Valve Deactivation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325
Figure 146 Thrust Reverser System Schematic . . . . . . . . . . . . . . . . . . . . 265 Figure 181 IDG Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327
Figure 147 T/R Deactivation for Maintenance . . . . . . . . . . . . . . . . . . . . . . 269 Figure 182 IDG ACOC-Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 328
Figure 148 Thrust Reverser Deactivation for Flight . . . . . . . . . . . . . . . . . 271 Figure 183 IDG Cooling Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 329
Figure 149 Tertiary Lock Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272 Figure 184 Ignition Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 331
Figure 150 Tertiary Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273 Figure 185 Ignition Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 332
Figure 151 Thrust Reverser Actuators (Sheet 1/2) . . . . . . . . . . . . . . . . . 274 Figure 186 Ignition Components and Indication . . . . . . . . . . . . . . . . . . . . 333
Figure 152 Thrust Reverser Actuators (Sheet 2/2) . . . . . . . . . . . . . . . . . 275 Figure 187 Ignition Power Switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335
Figure 153 T/R Operational Test via MCDU (Sheet 1/3) . . . . . . . . . . . . . 277 Figure 188 Engine Tests - Igniters Test (1/2) . . . . . . . . . . . . . . . . . . . . . . 336
Figure 154 T/R Operational Test via MCDU (Sheet 2/3) . . . . . . . . . . . . . 278 Figure 189 Engine Tests - Igniters Test (2/2) . . . . . . . . . . . . . . . . . . . . . . 337
Figure 155 T/R Operational Test via MCDU (Sheet 3/3) . . . . . . . . . . . . . 279 Figure 190 Setting of the Igniter Plug Immersion Depth . . . . . . . . . . . . . 339
Figure 156 Engine Air System Introduction . . . . . . . . . . . . . . . . . . . . . . . . 281 Figure 191 Starting Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 341
Figure 157 Accessory Zone Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283 Figure 192 Starting System Components . . . . . . . . . . . . . . . . . . . . . . . . . 342
Figure 158 Nacelle Temperature Indicating . . . . . . . . . . . . . . . . . . . . . . . . 285 Figure 193 Starting Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 343
Figure 159 Engine Cooling and Sealing Airflow . . . . . . . . . . . . . . . . . . . . 287 Figure 194 Starting System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 345
Figure 160 Turbine Case Cooling Basic Schematic . . . . . . . . . . . . . . . . . 289 Figure 195 Engine Cranking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 347
Figure 161 Turbine Case Cooling System Components . . . . . . . . . . . . . 291 Figure 196 Alternate Start Discrete Logic . . . . . . . . . . . . . . . . . . . . . . . . . 349
Figure 162 Turbine Case Cooling System Schematic . . . . . . . . . . . . . . . 293 Figure 197 Starter Air Valve (SAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351
Figure 163 Compressor Airflow Control Presentation . . . . . . . . . . . . . . . 295 Figure 198 Starter Air Valve Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 353
Figure 164 IP/HP Compressor Airflow Control Schematic . . . . . . . . . . . 297 Figure 199 Pneumatic Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 355
Figure 165 Compressor Airflow Components . . . . . . . . . . . . . . . . . . . . . . 299 Figure 200 Ground Operation Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 357
Figure 166 VSV Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301 Figure 201 Engine Danger Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 359
Figure 167 VIGV/VSV Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303 Figure 202 Maximum Permitted Wind Velocities . . . . . . . . . . . . . . . . . . . 361
Figure 168 Compressor Bleed System Components . . . . . . . . . . . . . . . . 305 Figure 203 Cold Weather Oil System Behavior . . . . . . . . . . . . . . . . . . . . 365
Figure 169 VBV Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307 Figure 204 Engine Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367
Figure 170 Bleed Valve Operation - OPEN . . . . . . . . . . . . . . . . . . . . . . . . 309 Figure 205 Automatic Starting Sequence . . . . . . . . . . . . . . . . . . . . . . . . . 375
Figure 171 Bleed Valve Operation - CLOSE . . . . . . . . . . . . . . . . . . . . . . . 311 Figure 206 Manual Start Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 377
Figure 172 Engine Tests - Variable Stator Vane Test (1/2) . . . . . . . . . . . 312 Figure 207 Engine Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 386
Figure 173 Engine Tests - Variable Stator Vane Test (2/2) . . . . . . . . . . . 313
Figure 174 Engine Ice Protection Presentation . . . . . . . . . . . . . . . . . . . . 315
Figure 175 TAI-Valve Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 316
Page iii

A340-500/600 Airbus: Power Plant 71 80

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ATA 71 POWER PLANT

FRA US/T WiK Aug 30, 2005 ATA DOC Page 1

FRA US/E-1 WiK Aug 30, 2005 01|7100 Lists|L1|B2 Page 2

DCV Directional Control Valve FOHE Fuel Oil Heat Exchanger

FRA US/E-1 WiK Aug 30, 2005 01|7100 Lists|L1|B2 Page 3

PAmb Ambient Pressure

FRA US/E-1 WiK Aug 30, 2005 01|7100 Lists|L1|B2 Page 4

RCC Remote Charge Converter

SCV Starter Control Valve

FRA US/E-1 WiK Aug 30, 2005 01|7100 Lists|L1|B2 Page 5

ATA 71 POWER PLANT

FRA US/E-1 WiK Aug 30, 2005 02|7100 RR Fam|L1|B2 Page 6

100 TRENT 800

TRENT 600 Boeing 767

Figure 1 Rolls Royce RB211 Family

Redline 920 C rear.

FRA US/E-1 WiK Aug 30, 2005 03|7100 Data|L1|B2 Page 8

Figure 2 Power Plant Dimensions

PROPULSION SYSTEM INTRODUCTION

FRA US/E-1 WiK Aug 30, 2005 04|7100 PropSys|L1|B2 Page 10

INTAKE COWL THRUST REVERSER

Figure 3 Propulsion System Components

ACCESS PANELS GENERAL LAYOUT

FRA US/E-1 WiK Aug 30, 2005 05|7100 Access|L1|B2 Page 12

BLOW OUT DOOR

ANTI ICE DUCT IDG ACOC

BLOW OUT DOOR

Figure 4 Nacelle Access Doors and Panels

7161 AIR INTAKE COWL

FRA US/E-1 WiK Aug 30, 2005 06|7161 InletCowl|L2 Page 14

AIR INTAKE P20/T20 PROBE FAN ZONE 1 OUTER

FAN COWL LOCATOR

7113 FAN COWL

FRA US/E-1 WiK Aug 30, 2005 07|7113 FanCowls|L2 Page 16

HOLD LATCH HANDLE TRIGGER

Figure 6 Fan Cowl Doors and Latches

The aircraft is on ground and 28 VDC is available from ground power

FRA US/E-1 WiK Aug 30, 2005 08|7113 MP|L2 Page 18

Figure 7 Fan Cowl Operation

FCOS FUNCTIONAL OPERATION

FRA US/E-1 WiK Aug 30, 2005 09|7113 FCOS|L3 Page 20

FAN COWL OPENING SWITCHES BOX

Figure 8 Electrical Fan Cowl Operating System

7836 T/R OPENING MECHANISM

FRA US/E-1 WiK Aug 30, 2005 10|7836 CDucts|L2 Page 22

HOLD OPEN ROD

HOR HOOK LOCK

HOLD OPEN ROD (HOR)

HOLD OPEN ROD IN

OPEN PUMP (GSE)

Figure 9 Thrust Reverser C-Ducts

the Hold Open Rod can be engaged

FRA US/E-1 WiK Aug 30, 2005 11|7836 MP|L2 Page 24

Figure 10 Thrust Reverser Cowl Latches

LATCH L7 TO PREVENT LATCH ROLLERS FROM

FRA US/E-1 WiK Aug 30, 2005 11|7836 MP|L2 Page 26

THRUST REVERSER L7 LATCH ASSEMBLY (12 oCLOCK)

Figure 11 L6 and L7 Latch Assembly

7120 ENGINE MOUNTS