A330 70 PW 4168 Engine Technical Training Manual

A330
TECHNICAL TRAINING MANUAL
GENERAL FAMILIARIZATION COURSE
70 PW 4168 ENGINE
Metric
This document must be used
for training purposes only.
Under no circumstances
should this document be used as a reference.
All rights reserved.

No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
_A330 TECHNICAL TRAINING MANUAL
GENERAL FAMILIARIZATION COURSE 70 PW 4168 ENGINE
G0101M0 TABLE OF CONTENTS
GENERAL
** General (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
INSTALLATION
** Power Plant Installation Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . 5
** Drain System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
ENGINE
** Engine Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
FUEL SYSTEM
** Fuel System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
FULL AUTHORITY DIGITAL ENGINE CONTROL (FADEC)
** FADEC Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

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** FADEC Architecture (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
IGNITION AND STARTING
** Ignition & Starting System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . 45

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GENERAL FAMILIARIZATION COURSE 70 PW 4168 ENGINE
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AIR SYSTEM
** Air System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
ENGINE CONTROLS
** Engine Controls Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
** Thrust Control Architecture (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
INDICATING
** Engine Indicating Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
THRUST REVERSER
** Thrust Reverser Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
OIL SYSTEM
** Oil System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79

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GENERAL FAMILIARIZATION COURSE 70 - POWER PLANT
70 PW 4168 ENGINE
GENERAL
Engine Characteristics
Pylon
Nacelle
Engine Control
Self Examination
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ENGINE CHARACTERISTICS NACELLE

The airbus A330 is powered by two PW 4168 engines developing a take-off The engine is enclosed in a nacelle which provides cowl load sharing,
thrust of 68,000 lbs (30837 kgs). The engines are flat rated up to ISA + 15°C. aerodynamic airflow around the engine and ensures protection for the
accessories.
PYLON
The engines are attached to the lower surface of the wings by pylons. The ENGINE CONTROL
pylons provide an interface between the engine and the aircraft for electrics The engine includes a Full Authority Digital Engine Control (FADEC) which
and fluids. provides engine control, engine monitoring and provides help for
maintenance and trouble shooting on the engine.
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SELF EXAMINATION
To which temperature is the engine flat rated ?
A. ISA+15° C (59° F).

B. ISA+30° C (86° F).
C. ISA+59° C (138° F).
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POWER PLANT INSTALLATION PRESENTATION
Intake cowl
Fan cowls
Thrust Reverser Doors
Exhaust
Access Panels
Mounts
Self Examination
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INTAKE COWL FAN COWLS

The intake cowl is a fixed structure which ensures proper engine intake Fan cowls include a forward fan cowl panel assembly, made of three parts,
airflow for the whole flight envelope. and aft fan cowl door assembly which protect the engine and optimize the
The intake cowl is attached to the engine fan case and it’s anti-iced. aerodynamic characteristics of the nacelle.
The left and right forward fan cowl panels are hinged on the upper part of the
fan cowl and latched together at the bottom part.
The aft fan cowl doors are hinged on the pylon and latched together at the
bottom part.
The aft fan cowl doors are maintained open by hold open rods which are used
to keep them open during engine maintenance. They may not be opened
when the wind speed is above 40 knots.
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THRUST REVERSER DOORS EXHAUST

The thrust reverser door system is a nacelle component and is used to divert The exhaust nozzle and exhaust plug comprise the turbine exhaust system.
the forward thrust and to provide aerodynamic braking of the aircraft. They are used to form the contours of the engine primary exhaust annulus.
The thrust reverser assembly is a fixed cascade, translating cowl, blocker door
type thrust reverser.
The reverser cowls consist of two halves which are latched together at the
bottom and maintained open by hold open rods to provide access for engine
maintenance.
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ACCESS PANELS
For quick servicing the nacelle is equipped with access panels and inspection
doors.
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MOUNTS
The engine is attached to the pylon by two mounts.
The forward mount and aft mount transfer vertical loads and side loads to the
pylon. In addition, the forward mount transfers thrust loads to the pylon while
the aft mount transfers torsion loads to the pylon.
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SELF EXAMINATION
Which cowls can be maintained open by hold open roads ?
A - Forward fan cowls.

B - Aft fan cowls.
C - Both.
Which mount transfers vertical thrust loads to the pylon ?
A - Forward mount.
B - Aft mount.
C - Both.
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DRAIN SYSTEM PRESENTATION
General
Drain Manifold
Drain Mast
Self Examination
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GENERAL DRAIN MAST

The power plant drain system collects and dicharges fluid leakages from the The fluid leakages flow through drain tubes directly into the drain mast. The
engine components, the main gearbox, the oil tank and the pylon. drain mast then vents all fluid leakages overboard.
These fluids include fuel, engine oil, IDG oil, water and hydraulic fluid. A single outlet tube from the drain manifold to the drain mast drains through
the lower latch access door on the thrust reverser cowls.
DRAIN MANIFOLD
All fluid leakage from engine components and the main gearbox goes through
drain tubes to the main manifold .
From the drain manifold, fluids flow to the drain mast.
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SELF EXAMINATION
Where does the single outlet tube drain all fluid leakages ?
A - Through the forward fan cowl door.

B - Through the aft fan cowl door.
C - Through the lower latch access door on the thrust reverser
cowls.
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ENGINE PRESENTATION
Dimension and Weight

Low Pressure Compressor
Fan Case Section
Intermediate Case
High Pressure Compressor
Combustion Section
High Pressure Turbine
Low Pressure Turbine
Turbine Exhaust Section
Aerodynamic Stations
Gearbox
Self Examination
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DIMENSION & WEIGHT LOW PRESSURE COMPRESSOR

Length : 163 inches (4,14 m) Engine Weight : 12700 LBS (5760 KG) The low pressure compressor section includes a six stage rotor.
Diameter : 107 inches The low pressure compressor is driven by the low pressure turbine.
The fan hub, fan blades and the inlet cone comprise the first stage axial
compressor rotor assembly.
The compressor inlet cone is attached to the fan hub to give a smooth airflow
into the engine LPC.
The low pressure compressor stator assembly comprises vanes and shrouds
from stage 1, 1.3, 1.6, 2 and 3.
The complete LPC stator assembly is mechanically attached to the fan exit
fairing for structural support.
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FAN CASE SECTION

The fan cases provide a flowpath for the fan discharge air and provide the
structure link between the engine and the nacelle.
There are two separate fan cases:

- fan case assembly which supports the inlet cowl and permits
containment of the fan blades
- fan exit case and vane assembly.
INTERMEDIATE CASE
The intermediate case is the major structural component of the engine and has
an attachment point for the forward engine mount.
The intermediate case supports the thrust bearings for the LPC and HPC
rotors.
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HIGH PRESSURE COMPRESSOR COMBUSTION CHAMBER

The high pressure compressor receives air from the low pressure compressor The combustion chamber is installed in the diffuser case.
compresses it further, and delivers it to the diffuser.
The diffuser straightens and diffuses the air before it enters the combustion
The high pressure compressor section includes an 11 stage rotor. chamber.
It’s driven by the high pressure turbine supported by the No2 and No3
bearings.
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HIGH PRESSURE TURBINE LOW PRESSURE TURBINE

The high pressure turbine is a two stage high pressure turbine. The low pressure turbine is a five stage low pressure turbine.
The high pressure turbine converts energy from the combustion gases into The low pressure turbine converts energy from the combustion gases into
mechanical energy to drive the high pressure compressor. mechanical energy to drive the fan and the low pressure compressor.
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TURBINE EXHAUST SECTION AERODYNAMIC STATION

The turbine exhaust section provides housing and support for the number 4 Here are the main aerodynamic stations :
bearing. - STA 2 : Compressor Inlet
- STA 2.5 : LPC Discharge
The turbine exhaust case is a main structure support member and a has an - STA 2.9 : HPC 9th Stage Discharge
attachment point for the rear engine mount. - STA 3 : HPC Discharge
- STA 4 : HPT Inlet
- STA 4.95 : LPT Discharge
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GEARBOX
The main gearbox transmits power from the HP rotor to the accessories
installed on the gearbox.
The towershaft drives the angle gearbox gear set which transmits power
through the horizontal driveshaft assembly to the main gearbox group.
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SELF EXAMINATION
How is the accessory gearbox driven ?
A - mechanically by the HP rotor.

B - mechanically by the LP rotor.
C - pneumatically by the LP rotor.
How many stages are comprised in the LP compressor ?
A - Six stages.
B - Five stages.
C - Four stages.
What is the station of the HPT inlet section ?
A - STA 2.9
B - STA 4
C - STA 4.95
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FUEL SYSTEM PRESENTATION
Presentation
Fuel Pump
By-Pass Valve and Oil Cooler
Fuel Filter
Servo Fuel Heater
Fuel Metering Unit
Fuel Flow Transmitter
Distribution
Self Examination
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PRESENTATION SERVO FUEL HEATER

The fuel distribution system supplies fuel at the pressure and flow rates Fuel not sent to the FMU by the Fuel Pump Main stage goes to the Servo Fuel
necessary to meet all engine operating requirements. Heater. Engine Oil flows through the Fuel Heater to supply de-iced servo
The Fuel Distribution System supplies metered fuel for combustion Fuel Pressure to the Engine Components.
throughout the flight envelope, servo fuel for components and is also used to Pressure fuel is sent to:
cool the Engine and IDG Oil. - Stator Vane actuator,
- 2.5 Bleed Valve actuator,
FUEL PUMP - Turbine Case Cooling Valve actuator,
The aircraft fuel flows through the Main fuel supply line into the engine - Engine Air/Oil Heat Exchanger Valve actuator,
gearbox mounted Fuel Pump boost stage inlet. - IDG Air/Oil Heat Exchanger Valve actuator.
Boost stage fuel flows to the Fuel/Oil Cooler and is returned to the Fuel Pump Pressure fuel used to position component actuators, based on commands from
main stage inlet. Main stage fuel is routed to the Metering Unit and Servo the EEC, is returned directly to the Fuel/Oil Cooler.
Fuel Heater.
FUEL METERING UNIT
BY-PASS VALVE AND OIL COOLER The Fuel Metering Unit is installed on the front of the Fuel Pump. The FMU
The hydraulically actuated fuel By-Pass Valve is used to reduce the meters the fuel for combustion as scheduled by the EEC.
temperature of engine fuel, engine oil and IDG oil during high power Unused by-pass fuel is returned to the Fuel Pump By-Pass Valve through the
operation. Fuel Pump.
The warmer FMU by-pass fuel by-passes the Fuel/Oil Cooler IDG core The FMU is also provided with an HP Fuel Shut-off Valve, controlled by the
cooled only by boost-stage fuel. This produces the coolest possible IDG Oil EEC or by a direct cockpit Master Lever shut-off command.
Temperature.
The two cores of the Fuel /Oil Cooler heat the engine fuel before it goes into FUEL FLOW TRANSMITTER
the fuel pump filter. The metered fuel from the FMU flows through the Fuel Flow Transmitter. It
A fuel Temperature sensor is installed downstream of the heat exchangers on allows the rate of fuel flow to be calculated by the EEC and to be displayed
the Fuel/Oil Cooler. It provides a thermocouple signal to the EEC which is on the Engine Warning Display.
used to control the temperature of the fuel.
DISTRIBUTION
FUEL FILTER From the Transmitter, metered fuel is equally distributed by the Fuel
A disposable filter is housed in the Fuel Pump. It is used to filter fuel sent Distribution Valve to 8 fuel supply manifolds around the diffuser case.
from the Fuel/Oil Cooler, before it enters the Main Stage. The manifolds supply fuel to 24 fuel injectors ( found inside the combustor)
If the filter becomes clogged, the Fuel Filter Differential Pressure Switch which atomize the fuel for combustion.
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sends a warning signal to the ECAM System Display.
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SELF EXAMINATION
From where does the Servo Fuel, driving the Engine component actuators,
come from?
A - the FMU.
B - the A/C fuel supply line.
C - the Fuel Pump.
The Fuel Pump By-pass Valve is used for heat exchange optimization. It
controls the return flow of :
A - FMU by-pass fuel.

B - Servo fuel.
C - metered fuel.
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FADEC PRESENTATION
FADEC Philosophy
FADEC Principle
FADEC Functions
Aircraft Integration
Power Supply
Self Examination
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- Thrust Reverser
FADEC PHILOSOPHY - Ignition and Starting
The Engine Control system is a Full Authority Digital Engine Control which - and miscellaneous engine sensors.
interfaces with the aircraft and engine components and sensors.
FADEC (Full Authority Digital Engine Control) includes an EEC (Electronic AIRCRAFT INTREGRATION
Engine Control), an ERU (Engine Relay Unit) and engine components and The FADEC concept allows a better aircraft integration through automatic
sensors. functions such as automatic start sequences, engine monitoring and fault
isolation.
FADEC PRINCIPLE
Most of the FADEC operations are based on the same principle. As a POWER SUPPLY
response to a demand, and taking into account input parameters, the E.E.C. The Electronic Engine Control Unit has its own electrical power supply via
elaborates a command signal. an accessory gearbox mounted Permanent Magnet Alternator.
The EEC ensures that its commands have been followed by monitoring the PMA = Permanent Magnet Alternator
feedback signals. With engine shut-down, low speed or alternator failure, the ECU is powered
from the aircraft electrical network.
FADEC FUNCTIONS
The Electronic Engine Control incorporates dual-electronic channels, each
with its own processor, power supply, selected input sensors and output
commands.
The dual channel Electronic Engine Control also interfaces with the Engine
Relay Unit which provides the 115 VAC supply switching for the two
ignition exciters and P2/T2 probe heater.
The FADEC coordinates operation for :

- Engine Fuel
- Stator Vanes
- Low Pressure and High Pressure Compressor Bleed
- Heat Management
- Performance
- Nacelle Anti-ice.
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FMU = Fuel Metering Unit

LPC and HPC Bleed = 2.5 bleed / 2.9 bleed.
Heat Management = ENG/IDG Air/Oil Heat Exchanger, Fuel/Oil Cooler
Bypass(FOC), Nacelle Cooling.
Performance = Turbine Case Cooling (TCC), Turbine Vane & Blade Cooling
(TVBC), HP Valve control.
The FADEC coordinates the :
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SELF EXAMINATION
The main function of the FADEC is ?
A - Engine Control
B - Trouble shooting tool.
C - Engine condition monitoring.
How is the EEC supplied under normal engine running conditions ?
A - Aircraft 115 VAC network.

B - Permanent Magnet Alternator.
C - 115 VAC through the ERU.
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FADEC ARCHITECTURE
Dual Channel
Control Channel
Channel Change
Bite Capability
Self Examination
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DUAL CHANNEL CHANNEL CHANGE

If an output driver failure occurs in the primary channel in a group, the
The EEC (Engine Electronic Controller) is a microprocessor controlled
primary channel will transfer control of this group to the non-primary
digital unit with two channels of operation.
channel.
Each channel is supplied with inputs from the aircraft and FADEC system
The primary channel will maintain control of the other torque-motor groups
sources. Thus, each channel can monitor and control the operation of the
and all solenoid groups, provided no other failure exist.
engine and transmit engine data to the aircraft.
Channel health is calculated on a group by group basis.
The EEC receives engine sensor inputs such as : Air temperatures, air
Each function within a torque motor/solenoid group is assigned a criticality
pressures, speed and fuel/oil parameters.
weighting. The most critical function in a group has the highest criticality
All engine sensor inputs to the EEC are validated through a series of
weighting.
comparaisons and checks.
Weights are assigned such that two items with higher additive criticalities
For example, N1 rotor speed is checked against expected range limits and rate
take precedence over two items with lower additive criticalities.
of change limits and then compared to the other channel N1 speed input.
CONTROL CHANNEL BITE CAPABILITY
The EEC is a Built In Test Equipment (BITE).
The EEC uses an active-active control scheme.
The functions of the BITE in the EEC are :
Active-active control allows either channel to control any of the three torque
- To find failures.
motor groups and any of the seven solenoid groups, regardless of which
- To give failure data for maintenance messages and to transmit them.
channel is in control.
- To store the BITE data.
Primary channel control alternates on the subsequent starts.
- To identify intermittent failures (unecessary maintenance messages ).
The channel in control will control all outputs every other flight when
everything is healthy.
If an output driver failure occur, the primary channel remains in control of all
outputs except for that group in which the function resides.
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SELF EXAMINATION
In case of a torque motor command loss, what happens ?
A - Switch over to the other channel.

B - Control goes to a fail-safe position.
C - The channel in control will transfer control of the group
comprising this output to the other channel.
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EEC INTERFACES
ADIRU Input
EIVMU Inputs
Digital Output
Discrete/analog Signals
FWC/DMC
A/THR LOOP
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ADIRU INPUT
Each ADIRU ARINC 429 bus is wired to the Engine Relay Unit (ERU)
where it is split between both channels of the EEC.
Each EEC (Engine Electronic Controller) channel receives digital data buses
from two ADIRUs which provide :
- the corrected static pressure signals (PS);
- the total air temperature signals (TAT);
- the total pressure signals (PT);
- one discrete discrete word from the aircraft.
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EIVMU INPUTS
The EIVMU is wired up to the ERU through an ARINC digital bus where the
signal is split between both channels of the EEC.
The following categories of aircraft data are transmitted by the EIVMU to the
EEC :
- General aircraft data (Pin programming).
- Idle setting data (Bleed configuration, Air conditioning pack flow,
Landing gear and Flap/Slats position).
- Engine starting data (Engine Controls, Panel switches).
- Autothrust function data (Autothrust, Derate, Alpha Floor).
- Maintenance function data.
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DIGITAL OUTPUT DISCRETE/ANALOG SIGNALS

The EEC transmits to the aircraft computers, on four ARINC buses, the The EEC receives the Thrust Resolver Angle, Alternate Start/Ignition signals,
propulsion system status information. autothrust engagement and disconnect discretes from the aircraft.
Information contained on EEC output buses includes the following general It also receives all engine sensor signals.
items :
- Engine rating parameter information.
- Parameter used for engine control.
- FADEC system maintenance data.
- Engine condition monitoring parameters.
- EEC status and fault information.
- Propulsion system status and fault information.
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FWC/DMC
The DMCs (Display Management Computers) and FWCs (Flight Warning
Computers) respectively use FADEC system data for indication and warning.
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A/THR LOOP
The autothrust function is assumed by the Auto Flight System (AFS).
The data needed by the EEC for the autothrust function is provided from the
FMGECs via the FCU and through the EIVMU and ERU.
The transmitted data includes :
- Autothrust EPR Target
- Autothrust engaged signal
- Autothrust active signal
- Autothrust voluntary disengagement
- Alpha Floor protection selection
- Flexible temperature
- Derated Climb requested (if installed)
- Derated Take-Off requested level (if installed).
The EEC directly sends specific feedback outputs to the FMGECs without
going through the EIVMU.
The EEC also receives two hardwired discretes :
- FMGEC autothrust engagement
- Cockpit thrust lever push button A/THR disconnect
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STUDENT NOTES
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EIVMU INTERFACES
EEC Interface
ECS Interface
Engine Start Control
CMS Interface
Other Interfaces
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EEC INTERFACE OTHER INTERFACES
The EIVMU also receives and generates signals for control and monitoring
The EIVMU (Engine Interface and Vibration Monitoring Unit) is linked to
purposes from and to various aircraft systems.
the EEC by one output bus and by two identical input buses which carry
exactly the same information. The EIVMU takes its information
automatically from the "better" bus in case of transmission problems.
The EIVMU controls the power shut-down for EEC, the ignitors and the
thrust reverser deployment. The EIVMU interfaces signals and data between
aircraft computers, cockpit panels and EEC (Display data, monitoring data for
maintenance use).
ECS INTERFACE
The EIVMU receives one input bus from the Environmental Control System
(ECS). This bus provides information from the active lane of the Zone
Controller (lane 1 or lane 2).
The ECS determines the various airbleed configurations according to logics

of air conditioning, wing anti-ice and nacelle anti-ice. This information is
transmitted by the EIVMU to the EEC to compute the bleed air demand
required at the engine customer bleed ports.
ENGINE START CONTROL
The EIVMU receives all starting ignition and cranking signals from the
cockpit engine control panels and sends them to the EEC in digital format
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through its ARINC Buses.
The control panels provide the following signals to the EIVMU :

- Engine Start mode selector position.
- Master Lever position.
- Manual start pushbutton state.
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CMS INTERFACE
The EEC interfaces with the Central Maintenance Computers (CMCs)

through the EIVMU for all fault reporting and maintenance operations.
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EEC ELECTRICAL SUPPLY
Powering N2 < 5%
Powering N2 > 5%
Auto De-Energization
FADEC Ground Power
Self Examination
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POWERING N2 < 5% AUTO DE-ENERGIZATION

The FADEC is automatically de-energized on ground, through the EIVMU,
The EEC is supplied with power from the aircraft electrical power network
after engine shut down.
when N2 is below 5%.
The EEC automatic de-energization occurs on ground:
Each channel is independently supplied with 115V AC through the EIVMU.
- 15 mn after aircraft power up,
The aircraft 115V AC permits:
- 15 mn after engine shut down,
- Automatic ground check of the FADEC when the engine is not
- 5 mn after FADEC GND PWR if the CMS is not in menu mode,
running (power up test),
- At any time when the ENG FIRE pushbutton is released out.
- Engine starting (The EEC is powered when the Master lever is set
Note: The EIVMUs failsafe, it powers the EEC even when it is not powered
to ON or the rotary selector set to IGN/START or CRANK position),
itself.
- EEC operation in case of dedicated alternator fault.
POWERING N2 > 5% FADEC GROUND POWER
For maintenance purposes and MCDU engine tests, the engine FADEC
As soon as the engine is running above 5% of N2, the dedicated permanent
GROUND POWER panel allows FADEC power supply to be restored on
magnet alternator directly supplies the EEC.
ground, with engine shut down.
The dedicated alternator supplies each channel with three phase Alternative
When the corresponding engine FADEC GND PWR pushbutton is pressed
Current. Switching between the aircraft 115V AC power supply and the
ON, the EEC recovers its power supply.
dedicated generator power supply is done automatically by the EEC.
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SELF EXAMINATION
With aircraft on ground, when is the EEC automatically de-energized ?
A - At aircraft power up.

B - As soon as the engine is shut down.
C - 15 mn after engine shut down.
What is the purpose of the ENG FADEC GND PWR panel ?
A - To restore EEC power.

B - To restore EIVMU power.
C - To cut off EEC power.
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WARNINGS (FADEC/FUEL)
EIU FAULT
FADEC SYS FAULT
FADEC FAULT
FADEC OVHT
FUEL FILTER CLOG
MINOR FAULT
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EIU FAULT
There is a failure detected in all data bus inputs to the N°1 Engine Interface
and Vibration Monitoring Unit (EIVMU).
FADEC SYS FAULT
This happens when a class 1 "NO GO" fault is detected on the FADEC
system by the EEC.
- FADEC CHANNEL A OR B FAULT
- FADEC OVERSPEED PROTECTION FAULT
This appears on ground only.
FADEC FAULT
This happens when there is a total loss of control of the EEC. No channel is
in control and no class 1 "NO GO" fault is detected by any channel. This is
not due to an auto shut down of the FADEC supply. Normal engine operation
should be monitored on the engine system page, and if necessary shut down
the engine.
FADEC OVHT
The ENG 1 Electronic Engine Control (EEC) internal temperature exceeds
105 deg. C. If the aircraft is on the ground, the engine should be shut down.
If the aircraft is in flight, normal engine operation should be monitored on the
engine system page, and if necessary shut down the engine.
FUEL FILTER CLOG
The engine is running and the fuel filter is clogged, ie : the pressure drop
across the filter exceeds the maximum value.
MINOR FAULT
This appears on ground when there is a FADEC system 2 fault. The level 2
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faults are "GO IF" conditions, and therefore, are dispatchable at the
propulsion system level provided a specific maintenance or operational
procedure is applied prior to departure, or for which a time limited dispatch
exists (repairing before 150 hours).
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STUDENT NOTES
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FADEC COMPONENTS
EIVMU
EEC
Permanent Magnet Alternator
EEC Programming Plug
Engine Relay Unit
Wiring Harness Bifurcation Conduit
Wiring Harnesses
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SAFETY PRECAUTIONS
Do not start the engine.
Make sure that the engine has been shut down for at least 5 minutes.
Make sure that the ENG FADEC GND PWR pushbutton is off.
Make sure that the ENG MASTER switch is in the OFF position.
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EIVMU
FIN: 1KS1, 1KS2
ZONE: 121, 122
COMPONENT DESCRIPTION:
The Engine Interface and Vibration Monitoring Unit (EIVMU) located

in the electronics bay under the cockpit, processes all the engine
vibration signals and acts as an interface between the engine and the
aircraft.
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EEC
FIN: 4000KS
ZONE: 415, 425
The Electronic Engine Control (EEC) assembly has two independent

control channels.
Each channel has its own processor, power supply, program memory,
input sensors and output signals.
The channels have electrical harnesses identified by colors (blue for
channel A, green for channel B).
The EEC is a vibration isolated single unit and is cooled by natural
convection.
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PERMANENT MAGNET ALTERNATOR

FIN: 4044KS (STATOR PMA)
4051KS (ROTOR PMA)
ZONE: 417, 427
The PMA has a rotor, a fan air cooled stator and electrical connectors
for each EEC channel. When the speed of the main gearbox-driven
PMA rotor is approximately 5 percent N2, the PMA outputs 28 Volts
to power the EEC. The PMA will then supply the energized EEC with
an N2 speed signal to both channel A and channel B.
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EEC PROGRAMMING PLUG

FIN: 4091KS
ZONE: 415, 425
The EEC programming plug data is input to EEC channel A. The data
for channel B is cross-wired and crosstalked from channel A.
The EEC programming plug selects the schedule in the EEC for the
engine thrust rating, engine serial number, EPR modification data,
engine performance package and variable stator vane schedule.
NOTE: If the EEC is replaced, the EEC programming plug
MUST stay with the engine.
If the EEC programming plug is not installed, the EEC
will not allow the engine to start.
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ENGINE RELAY UNIT

FIN: 4501KS
ZONE: 415, 425
The ERU permits EEC-controlled relay switching of aircraft supplied

115 VAC to both ignition exiters (two relays) and the P2/T2 probe
heater (one relay). The ERU also receives non redundant aircraft
interface signals. These signals are divided and sent to each EEC
channel.
The ERU has six electrical connectors (three for each EEC channel)
and four vibration isolating mounting pads.
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WIRING HARNESS BIFURCATION CONDUIT

FIN: 4502KS
ZONE: 417, 427
The wiring harness bifurcation conduit is used to protect and distribute

the electrical wiring harnesses found between the engine fan case and
the engine core. The wiring harnesses are identified as either an engine
fan case wiring harness (WF) or an engine core wiring harness (WC).
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WIRING HARNESSES
FIN: 4551KS to 4569KS,
4576KS, 4577KS
ZONE: 415, 416 / 425, 426

417, 418 / 427, 428
The wiring harnesses are both open brundle construction and can be
repaired. Single-shielded conductors are used for electromagnetic and
lightning protection. The shielding is made of nickel plated copper
braiding and grounded at both ends by enclosed backshells.
Connector backshells permit strain relief and anti-rotation and can be
retracted along the cable to permit servicing of the connectors.
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IGNITION AND STARTING PRESENTATION
General
Ignition
Starting
Safety Precautions
Self Examination
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The external source used to supply correct airflow to the starter can be either :
GENERAL - an auxilary power unit
The ignition system supplies high energy sparks to ignite the fuel/air mixture - an external ground power unit
in the combustion chamber. - or the other engine.
The pneumatic starting system drives the high pressure rotor at a speed high
enough for a ground or air start to occur. When the starter air valve solenoid is energized, it sends air pressure from the
starter air duct to the starter air valve.
IGNITION If an electrical failure occurs, the starter air valve can be mechanically
The ignition system is used during engine start, engine relight, and each time opened on the ground by the maintenance personnel.
conditions require a continous ignition to prevent all risks of flame out.
Each engine has two electrically and physically independent ignition systems. The pneumatic starter is installed on the main gearbox by a Quick
Attach-Detach clamp for easy replacement
Supplied through the Engine Relay Unit, the ignition exciter is used to The pneumatic starter, supplied with a sufficient airflow, is used to torque the
transform aircraft electrical power into high power for igniter plug operation HP rotor to start the engine. At approximately 45% N2 speed, the starter air
through the igniter plug cable. valve solenoid is de-energized to close the starter air valve and stop the flow
of air to the pneumatic starter.
STARTING
Main engine starting is usually done using Electronic Engine Control SAFETY PRECAUTIONS
automatic start sequencing logic. Safety precautions have to be taken prior to working in this area.
There is a manual override function that permits the start sequence to be The ERU sends the 115 volts to the ignition exciters which convert it and
controlled by the pilot through the EEC. send high voltage pulses (24,000 volts) through the igniter plug cables to the
igniter plug.
During engine start, the supply of air to the air starter valve is controlled
automatically by the Electronic Engine Control or manually by the flight
crew.
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SELF EXAMINATION
How does the starter operate ?
A - Electrically.
B - Pneumatically.
C - Hydraulically.
Of which type is the ignition system ?
A - Low voltage, low energy.

B - Low voltage, high energy.
C - High voltage, high energy.
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AIR SYSTEM PRESENTATION
General
Air FlowControl
Turbine Vane and Blade Cooling
Nacelle Core Compartment Cooling System
Turbine Case Cooling System
Nacelle Temperature Indicating
Self Examination
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GENERAL
All engine air goes through the fan to be compressed and divided into two
flows : primary flow and secondary flow.
The engine air system supplies the necessary cooling airflow to keep the
temperature of the engine compartments and components within limits.
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AIR FLOW CONTROL

The Variable Stator Vane system provides optimun compressor performance
while preventing compressor surge. It also improves engine starting
caracteristics.
It comprises the four first rows of variable vanes of the HP compressor
including the Inlet Guide Vanes. The system is operated by an actuator
controlled by the EEC.
The 2.5 bleed system is used to control low pressure compressor discharge
airflow and to optimize compressor stability during certain engine operating
conditions.
The 2.5 bleed valve when opened, vents 4th stage air through bleed ports into
the fan air stream.
The 2.9 bleed system is used to optimize compressor stability during certain
engine operating conditions.
The system has two 2.9 start/stability bleed valves which are opened during
initial starting. When the engine is stabilized, both valves are closed.
The pneumatic relay valve permits fast release of the muscle air to make sure
the 2.9 stability bleed valve opens, which permits better stability during
transient operation.
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TURBINE VANE AND BLADE COOLING SYSTEM

The Turbine Vane and Blade Cooling system controls the rate of the cooling
air flow, taken from the 12th compressor to the 2nd stage High Pressure
Turbine vanes and blades.
The TVBC system cools the high and low pressure turbine areas under all
operating conditions except cruise. During cruise the system decreases the
amount of the cooling airflow for better engine performance.
The TVBC system has two air shutoff valve solenoids which are used to
pneumatically close the TVBC air shutoff valves.
The TVBC air shutoff valves are spring loaded open valves. The EEC
controls the TVBC solenoids to pneumatically close the shutoff valves when
the engine operates at cruise.
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NACELLE CORE COMPARTMENT COOLING SYSTEM

The Nacelle Core Compartment cooling system is used to supply fan air to
cool the nacelle compartment during take off, climb and idle descent.
This system has a cooling air valve solenoid which is controlled by the EEC
to pneumatically close the Nacelle Core Compartment cooling valve at
cruise.
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TURBINE CASE COOLING SYSTEM

The Turbine Case Cooling system controls and distributes fan air to
externally cool the high and low pressure turbine cases.
The TCC air valve actuator controlled by the EEC is used to correctly
position the TCC LPT/HPT air valves by means of control cables.
The TCC High and Low Pressure Turbine air valves control the flow of fan
air to the High and Low Pressure Turbine collector manifolds.
Both LPT/HPT air valves are spring loaded to the failsafe position if a cable
or the actuator fails. The failsafe position is : LPT and HPT air valve closed.
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NACELLE TEMPERATURE INDICATING

Nacelle temperature indicating is used to supply core compartment
temperature data to the cockpit.
The components used to send core compartment temperature data are the :
- Engine core compartment temperature thermocouple probe
- Fan compartment temperature thermocouples.
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SELF EXAMINATION
What stage air is used for Turbine Vane and Bade Cooling.?
A. 6th.
B. 12th.
C. 15th.
The compressor airflow control system contains which of the following

subsystems :
A. 2.5 bleed, 2.9 bleeds and Variable Stator Vanes.

B. TVBC 2.9 bleeds and Variable Stator Vanes.
C. Secondary flow control and Variable Stator Vanes.
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ENGINE CONTROLS PRESENTATION
Thrust Levers
Engine Start Panel
Engine Master Panel
FADEC Ground Power Panel
Fire Pusbutton Panel
Engine Manual P/B
N1 Mode Selection P/B
Self Examination
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THRUST LEVERS FADEC GROUND POWER PANEL

The two thrust levers are used as conventional throttles and as thrust rating When the engine is not running, the FADEC can be electrically powered from
limit selectors when they are in one of the detents. Each thrust lever is fitted the aircraft network by using the Engine FADEC Ground Power pushbutton.
with a thrust reverser control lever. The supply is automatically limited to 5 minutes.
An autothrust instinctive disconnect pushbutton is provided outboard of each
control lever. FIRE PUSHBUTTON PANEL
When the engine FIRE pushbutton is released out, the low pressure valve
ENGINE START PANEL closes and at the same time, the Engine Interface and Vibration Monitoring
The rotary selector is used to initiate a start sequence or to select continuous Unit cuts off the aircraft electrical supply to the FADEC system and ignition
ignition and to initiate an engine crank sequence. system.
After engine start or crank sequence, the selector has to be set to the
NORMAL position. ENGINE MANUAL P/B
The Engine Manual Start pushbuttons are used to open the start valve during
ENGINE MASTER PANEL an engine manual start or a crank sequence.
The two position Engine Master Switches are used to open or close the high
pressure fuel shut-off valves and the low pressure fuel shut-off valves. They N1 MODE SELECTION P/B
command and reset the FADEC functions. When the EPR parameters are lost, the FADEC automatically switches over
The red indicator light is activated in case of engine fire and the amber to the N1 rated mode.
FAULT light is activated in case of start abort or HP fuel shut-off valve It is possible to manually select the N1 rated mode by using a dedicated N1
disagree. mode selection pushbutton.
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SELF EXAMINATION
Which control is used to shut down the engine ?
A - Fire pusbutton
B - FADEC ground power pushbutton.
C - Engine master switch.
Which valve does the Engine Master Switch control ?
A - HP fuel shut-off valve only.

B - LP fuel shut-off valve only.
C - Both.
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ENGINE INDICATING PRESENTATION
Primary Parameters
Other Indications
Back Up Mode
Secondary Parameters
Cruise Page
Self Examination
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- vibration (N1 and N2),

PRIMARY PARAMETERS - starting sequence indication in place of nacelle temperature
Engine Pressure Ratio (EPR), Exhaust Gas Temperature (EGT), N1 LP rotor indication during engine starting :
speed, N2 HP rotor speed, Fuel Flow (FF) are the primary parameters
displayed on the upper ECAM display. CRUISE PAGE
The engine management is done in the EPR mode. The EPR mode is the ratio Some engine parameters are displayed on the ECAM cruise page.
of the exhaust pressure and the intake pressure. These parameters are :
- fuel used,
Various EPR limit values and modes are available : - oil quantity,
- TOGA mode, - vibration indication,
- derated take off modes, - total fuel used.
- flexible take off, etc ...
OTHER INDICATIONS
Bump indication, reverse status and indication, check indication and idle
message are also available on the upper ECAM dispay.
BACK UP MODE
The back up mode uses N1 thrust parameters and indications in place of the
EPR thrust parameters and indications for power managment.
The back up mode is manually switched or automatically selected by the
EEC.
SECONDARY PARAMETERS
The secondary parameters are displayed on the lower ECAM display.
They are from top to bottom :
- fuel used with fuel filter clog indication,
- oil quantity,
- oil pressure with oil filter clog indication,
- oil temperature,
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are replaced by :
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SELF EXAMINATION
Where is the fuel flow indication displayed ?
A - Upper ECAM display.

B - Lower ECAM display.
C - ECAM cruise page.
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ECAM PAGE DESCRIPTION (PRIMARY

INDICATION)
NORMAL MODE
EPR Indicator
Thrust Limit Mode
EGT
N1 Indicator
N2 Indicator
Fuel FLow
Check EWD
Idle Speed
Lack of Valid Data
BACK UP MODE
General
EPR Indiicator
N1 Indicator
Thrust Limit Mode
Lack of Valid Data
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NORMAL MODE The reverse indication appears in amber when the reverser is
unstowed or unlocked. If it occurs in flight the amber REV first
flashes for 9 sec. and then remains steady.
EPR INDICATOR
The actual EPR needle and EPR digital indication are displayed in
green When the reverser is fully deployed the REV indication changes to
green overbrightness.
Note: There is no indication when the reversers are fully stowed
and locked.
The EPR MAX variable value is displayed by means of a thick
amber mark across the EPR scale.
The EPR MAX is the EPR limit corresponding to the full forward
position of the thrust lever.
THRUST LIMIT MODE
Six possible modes can be selected through the throttle position :
A small cyan index represents the EPR throttle value.

Take-off / Go-Around
Flexible Take-off
The EPR trend is represented by means of 4 green arcs of circle. The fictious take-off
In addition a green triangle accentuates the EPR trend regulation. temperature is entered
The EPR trend needle value is : Maximum Continuous through the MCDU
- the EPR command when the A/THR is active in the ALPHA
FLOOR or SPEED/MACH mode. Climb
- the EPR THR value when the A/THR is active and the autopilot Six levels selected through
is in CLIMB mode. Derated Take-off the MCDU
- the EPR IDLE when A/THR is active and the autopilot is in
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DESCENT mode. Derated Climb Two levels selected through

the MCDU
The EPR limit value is the highest EPR limit value of the two engines
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EGT N1 INDICATOR
The actual EGT needle and EGT digital indication are : The actual N1 needle and N1 digital indication are :
Normally green.
Normally green.
Amber when above EGT MAX (amber index). EGT MAX can take
two positions :
535°C during start and 600°C after start. If N1 is degraded, the last digit is amber and dashed.
Note : This amber index is removed :

- during take-off phase,
- when alpha floor protection is commanded.
- when the reverse mode is selected. The amber index corresponding to the N1 reached in full reverse is
only displayed in reverse mode.
Red when above the EGT RED line (620°C).
If 620°C is exceeded, a red mark remains at the max.value achieved. The indication is displayed in red when above the N1 RED LINE
It disappears after a new start on ground or maintenance action (100%).
through the MCDU.
If 100% is exceeded, a red mark remains at the maximum value

achieved.
It disappears after a new start on ground or maintenance action

through the MCDU.
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N2 INDICATION IDLE
The actual N2 digital indication is : The IDLE message is displayed in green if both engines are at idle speed.The
message first pulses for 10 sec and then remains steady.
Normally green LACK OF VALID DATA
In case of invalidity of any parameter, the

If N2 is degraded the last digit is amber and dashed. associated digital indication is replaced by two
amber crosses.
This lack of valid data happens when the EEC
is off (which is the case on the ground 15
Red and a red cross appears when above the N2 RED line (100%). The minutes after the engine shut down).
red cross will disappear after the next start on ground or after a
maintenance action through the MCDU. EEC : Electronic Engine Control
During engine starting, the digital N2 indication comes on brighter and

is located in specific grey background box.
FUEL FLOW
The fuel flow is displayed in green.
CHECK EWD
The CHECK EWD message is displayed in amber in case of disagreement
between EPR,N1,N2,EGT, FF values on the EEC-DMC bus and the
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corresponding displayed information.
EEC : Electronic Engine Control

DMC : Display Management Computer
EWD : Engine Warning Display
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BACK UP MODE THRUST LIMIT MODE
The EPR limit display is replaced by a specific N1 limit display.

A white box surronds the N1 limit indications with "N1 MODE" as
GENERAL title.
If the EPR mode is invalid on a dedicated engine, the mode switches to the
alternate BACK UP mode where the engine is controlled via N1 instead of
EPR. The N1 limit value displayed is the N1 limit computed in a dedicated
Among the data displayed on the ECAM only the N1, EPR and THRUST mode.
LIMIT MODE indications are affected by this switching.
There are 3 possible modes :
EPR INDICATOR - TOGA : Take-Off/Go-Around
- MCT : Maximum Continuous Thrust
- CLB : Climb.
The EPR indications are flagged, the white scale is replaced by an
amber curve. On ground, if at least one engine is controlled in N1 UNRATED
MODE, to warn the crew that take-off is not allowed. The N1 LIMIT
MODE and N1 LIMIT VALUE are replaced by amber crosses.
N1 INDICATOR LACK OF VALID DATA

In case of invalidity of any parameter, the
associated digital indication is replaced by two
A small cyan index represents the N1 predictive value for each engine
amber crosses.This lack of valid data happens
taking into account the thrust lever position.
when the EEC is off (which is the case on the
ground 15 minutes after the engine shut down).
Note : This symblol is not represented in reverse mode.
EEC : Electronic Engine Control
The N1 MAX variable value is displayed in analog form by means of

a thick amber mark across the EPR scale.
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A grey N1 box surrounds the N1 digital indication to show that N1

indication becomes the main engine control parameter.
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ECAM PAGE DESCRIPTION (SECONDARY

DISPLAY)
ENGINE PAGE
Fuel Used
Oil Quantity Indicator
Oil Pressure Indicator
Oil Temperature
Vibration
Ignition/Start
Nacelle Temperature
Lack of Valid Data
CRUISE PAGE
Fuel Used
Oil Quantity Indicator
Vibration
Lack of Valid Data
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OIL QUANTITY INDICATOR
ENGINE PAGE
The oil quantity indication (needle and digital indicator) is
normally displayed in green.
FUEL USED
Displayed in green, the fuel used is computed by the EEC

from engine start to shut down.
It is reset at engine start on ground.
The oil quantity digital indication is in green and pulses, if

the quantity drops below 3 quarts (low oil quantity
advisory).
The fuel used is given in KG.
The value is green and dashed in amber if it does not

correspond to the actual value sent by the EEC.
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The CLOG message appears in amber if the pressure loss

across the fuel filter is excessive.
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OIL PRESSURE INDICATOR OIL TEMPERATURE

The oil temperature digital indication is :
Normally in green.
The oil pressure indication (needle and digital indicator) is
normally green.
In green and pulses if the temperature exceeds 167°C (High

oil temperature advisory).
The oil pressure indication (needle and digital indicator) is in red

if the pressure drops below 70 psi (Low press limit). In amber steady color if the temperature is higher than 177°C
or higher than 167°C for 20 minutes.
The CLOG message appears in amber if the pressure loss across

the main oil filter is excessive.
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Start valve display :

VIBRATION
The N1 and N2 vibration digital values are :
Fully open.
Normally in green.
Fully closed.
In green and pulse if the vibration level exceeds :

No valid data at the DMC input.
- 5 units for N1.
- 5 units for N2. Note :
in case of position disagreement, the valve is shown in
amber.
IGNITION/START
Ignition display :
The bleed pressure is :
Normally in green.
For a dedicated engine the selected ignitors "A"or "B" or In amber if :

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"AB" are displayed in green.

- The pressure is below 21 psi with N2 over 10%.
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NACELLE TEMPERATURE
The nacelle temperature indications are :
In green in normal operation.
In green and pulse if the temperature exceeds 230°C (High

nacelle temperature advisory).
NOTE : The nacelle temperature is not displayed during the start sequence.
LACK OF VALID DATA
In case of invalidity of any parameter, the associated

digital indication is replaced by two amber crosses.
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OIL QUANTITY INDICATOR
CRUISE PAGE
The oil quantity indication is normally displayed in green.
FUEL USED
The oil quantity digital indication is in green and pulses, if

the quantity drops below 3 quarts (low oil quantity advisory).
Displayed in green, the fuel used is computed by the EEC
from engine start to shut down.
It is reset at engine start on ground.
The value is green and dashed in amber if it does not

correspond to the actual value sent by the EEC.
The total fuel used indication is :
Normally in green.
Green and dashed in amber as soon as any engine fuel used

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indication is green and dashed in amber or replaced by two

amber crosses.
Note : Total fuel used remains displayed after the EEC

power cut.
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VIBRATION
The N1 and N2 vibration digital values are :
Normally in green.
In green and pulse if the vibration level exceeds :

- 5 units for N1.
- 5 units for N2.
LACK OF VALID DATA
In case of invalidity of any parameter, the associated

digital indication is replaced by two amber crosses.
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WARNINGS (INDICATING)
TYPE DISAGREE
N1 OVERLIMIT
N2 OVERLIMIT
EGT OVERLIMIT
ENG1 (2) EPR MODE FAULT
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TYPE DISAGREE
There is an engine configuration disagreement. At least one of the engine
configuration plugs is not in agreement with the engine coding identification
of the Flight Warning Computer (FWC). This can appear on ground at
FADEC power up.
N1 OVERLIMIT
This happens if N1 exceeds the red line limit (100 %). If N1 remained below
the red line limit (100 %), the engine thrust must be reduced to keep N1
below the red line limit. If the red line limit (100 %) was exceeded, the engine
must be shut down.
N2 OVERLIMIT
This happens if N2 exceeds the red line limit (100 %). If N2 remained below
the red line limit (100 %), the engine thrust must be reduced to keep N2
below the red line limit. If the red line limit (100 %) was exceeded, the engine
must be shut down.
EGT OVERLIMIT
This happens if EGT exceeds the red line limit (620 Deg C) or when it is
compared to amber line (600 Deg C). If EGT remained below the red line
limit (620 Deg C), the engine thrust must be reduced to keep EGT below the
red line limit. If the red line limit (620 Deg C) was exceeded, the engine must
be shut down.
ENG1 (2) EPR MODE FAULT
This happens if the FADEC detects a failure of a P2, a P5 or a T2 sensor.
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INDICATING COMPONENTS
N1 speed sensor
P amb sensor
P4.95 probes
P2/T2 probe
EGT T4.95 thermocouple
T3 probe
EGT/T3 harness
NO1 bearing vibration accelerometer
Exhaust case accelerometer
Remote charge converter
Exhaust case accelerometer harness
Intermediate case accelerometer (optional)
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SAFETY PRECAUTIONS
- Make sure that the engine has been shut down for at least 5 minutes.
- Make sure that the ENG FADEC GND PWR pushbutton is off.
- Make sure that the ENG MASTER switch is in the OFF position.
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N1 SPEED SENSOR
FIN : 4013 KS
ZONE : 418 - 428
COMPONENT DESCRIPTION :
The N1 speed signal is transmitted to the EEC channels A and B. The
N1 speed (P2.5/T2.5) probe makes a magnetic field. Each one of the
60 teeth on the LPC/LPT coupling passes in front of the probe causing
a sudden change in the magnetic field.
REMOVAL/INSTALLATION :
CAUTION : Do not turn the probe until you disengage the probe from
the inner bracket. If you do, damage to the probe or to the engine
internal bracket can occur.
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P AMB SENSOR
ZONE : 410 - 420
The ambient pressure sensor ports transmit pressures to a common
sensing tube where they are averaged and sent to the P amb transducer
in the EEC. The transducer converts the pneumatic pressure to an
electrical signal which is used by the EEC.
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P4.95 PROBES
FIN : 5000 EV1
5000 EV2
5000 EV3
5000 EV4
ZONE : 418 - 428
417 - 427
The four P4.95 exhaust gas pressure probes are manifolded together to
measure the average total exhaust gas outlet pressure. Each P4.95
probe has an airfoil type housing to prevent pressure loss caused by
drag. The exhaust gas outlet pressure is pneumatically routed through
a P4.95 sensing manifold to the P5 port on the EEC. A water drain at
the lowest point of the manifold prevents the collection of water.
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P2/T2 PROBE
FIN : 4014 KS
ZONE : 411 - 421
The P2 port of the P2/T2 probe measures total pressure at the engine
inlet. The pneumatic signal is used by the EEC to give EPR actual. A
water drain is found at the lowest point to prevent the collection of
water.
The T2 port of the P2/T2 probe measures inlet air temperature to
determine air density in conjunction with P2.
SPECIAL DESIGN :
The P2/T2 probe is electrically anti-iced to prevent a loss of pressure
reference under icing conditions.
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EGT T4.95 THERMOCOUPLE

FIN : 4045 KS1
4045 KS2
4045 KS3
4045 KS4
ZONE : 417 - 427
418 - 428
Each EGT (T4.95) probe has six seperate chromel/alumel
thermocouple elements in three different engine radial positions.
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T3 PROBE
FIN : 4047 KS
ZONE : 418 - 428
The T3 probe is mounted on the diffuser case. The high compressor
exit temperature (T3) is sensed by a dual thermocouple. It is used in
the calculation of starting fuel flow.
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EGT/T3 HARNESS
FIN : 4028 KS
ZONE : 417 - 427
418 - 428
The EGT/T3 harness is installed around the outer circumference of the
turbine exhaust case. A branch of the harness is attached to each
thermocouple.
CAUTION : Do not let the harness hang from any of the probe
connections during the installation. Install the harness with the spring
clips before you connect the harness to the probes. If you do not do
this, damage to the harness or probes can occur.
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NO1 BEARING VIBRATION ACCELEROMETER

FIN : 4002 EV
ZONE : 418 - 428
The engine vibration accelerometer (NO1 bearing) is internally
mounted to the NO1 bearing flange support ring. It is used to sense
engine vibration caused by the low and/or high speed rotor assemblies.
Due to its location, it is not a line maintenance item.
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EXHAUST CASE ACCELEROMETER

FIN : 4003 EV
ZONE : 418 - 428
The exhaust case accelerometer is mounted on the low pressure
turbine. It is used to sense engine vibration caused by the low and/or
high speed rotor assemblies.
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REMOTE CHARGE CONVERTER

FIN : 4006 EV
ZONE : 418 - 428
The Remote Charge Converter (RCC) receives electrical signals
through a coaxial cable attached to the NO1 bearing accelerometer and
through a low noise harness attached to the exhaust case
accelerometer. These signals are then transmitted from the RCC to the
aircraft’s EIVMU.
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EXHAUST CASE ACCELEROMETER HARNESS

FIN : 4580 KS
ZONE : 418 - 428
The exhaust case accelerometer harness is attached at one end to the
exhaust case accelerometer and, at the other end, to the RCC found on
the intermediate case.
CAUTION : Do not bend the engine vibration accelerometer harness
more than necessary for removal/installation. If you do, internal
damage to the electrical components can occur.
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INTERMEDIATE CASE ACCELEROMETER (OPTIONAL)

FIN : 4001 EV
ZONE : 418 - 428
The intermediate case accelerometer is mounted on the intermediate
case strut. It is installed only as backup if the NO1 bearing vibration
accelerometer should fail.
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THRUST CONTROL ARCHITECTURE
System Philosophy
Manual Thrust
Thrust Limit Selection
Thrust Ratings
Autothrust Function
Autothrust Active
Alpha Floor
Self Examination
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SYSTEM PHILOSOPHY ALPHA FLOOR

The thrust control includes the same functions as a conventional aircraft : When an alpha floor condition is detected, the Flight Management Guidance
manual thrust setting, thrust limits selection, autothrust function. and Envelope Computer sends a signal to the Electronic Engine Controls to
drive the engines to TAKE OFF thrust regardless of thrust lever position,
MANUAL THRUST autothrust engaged or not.
In manual mode, the Electronic Engine Control (EEC) computes a thrust
corresponding to the thrust lever position.
The Electronic Engine Control controls the fuel metering in such a way that
computed fuel flow leads to a desired thrust.
THRUST LIMIT SELECTION
A thrust limit is selected when the thrust lever is in a corresponding detent.
The limit and its value are displayed on the Engine and Warning Display.
When the thrust lever is between two detents, the limit displayed corresponds
to the upper detent limit.
THRUST RATINGS
The different thrust limits are as follows :
- IDLE,
- MAX CLIMB(CL)/ DERATED CLIMB,
- MAX CONTINUOUS(MCT)/ FLEXIBLE TAKE OFF(FLX),
- MAX TAKE OFF(TO)/ GO AROUND(GA).
AUTOTHRUST FUNCTION
The thrust computation is sent to the EEC via the FCU and the EIVMU.
The Flight Management Guidance and Envelope Computer (FMGEC)
computes the thrust according to the data inserted into the MCDU, the Flight
Control Unit (FCU) and also the engine parameters from the Electronic
Engine Control.
AUTOTHRUST ACTIVE
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In flight, the autothrust function is ensured when the autothrust is engaged

and active. Normally, in flight, the thrust levers should be in the MAX
CLIMB detent.
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SELF EXAMINATION
Which computer controls the engine thrust, either in manual mode or

autothrust mode ?
A - FMGEC.
B - FCU.
C - EEC.
What is the cruise normal detent point ?
A - TOGA.
B - MAX CONTINUOUS.
C - MAX CLIMB.
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OIL SYSTEM PRESENTATION
General
Oil Storage
Distribution
Scavenge
Breather
Indicating
Self Examination
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The oil goes through the engine air/oil heat exchanger for additional cooling
GENERAL of the engine oil.
The engine oil system has three sub-systems : The engine air/oil heat exchanger valve modulates air from the fan and 2.5
- the engine oil distribution system bleed to ensure the oil cooling.
- the engine oil scavenge system
- the engine breather system. The fuel oil cooler is fitted with a bypass valve which controls the heat
The self contained oil system lubricates, cleans and cools the engine gears, exchange between the engine oil and the engine fuel. The EEC controls both
bearings and accessories. It removes air from the system and vents it air/oil heat exchanger valve and the fuel oil cooler bypass valve.
overboard. The cooled engine oil is sent to the main components through fuel/oil cooler
manifold which divides the oil flow.
OIL STORAGE
The oil tank is pressurized and provides oil storage. It is equipped with an oil SCAVENGE
tank quantity transmitter and glass sight gage. The engine oil scavenge system returns the hot lubrication oil to the tank.
Oil servicing is possible through a gravity fill port. The system has magnetic chip detectors which catch ferrous metal particules
before the oil returns to the lubrication and scavenge oil pump.
DISTRIBUTION
The lubrication and scavenge oil pump pressurizes the oil and sends it to the BREATHER
main components through the main oil filter housing. The engine oil breather system removes air from the bearing compartments,
The filter housing is fitted with an oil pressure relief valve which opens when separates the breather air from the oil and vents the air overboard.
the pressure increases to 540 psi and releases it into the oil tank. The air goes to the deoiler which separates oil from the air. Then the air is
vented overboard through the deoiler vent duct.
If the differential pressure accross the filter is too high, an oil filter
differential pressure switch closes and an alert message is sent to the ECAM.
If the main filter becomes clogged, the internal main oil filter pressure relief INDICATING
valve will open and send the oil directly to the secondary filter. The oil system includes a number of components which provide the EEC with
the quantity, the temperature and the pressure of the oil. This data used for
Oil pressure sent from the oil pump flows through three heat exchangers : indicating is sent to the ECAM system.
- the servo fuel heater
- the air/oil heat exchanger
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- and the fuel/oil cooler.

The servo fuel heater enables the engine oil to de-ice the servo fuel as long
as the fuel temperature does not exceed a predetermined threshold.
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SELF EXAMINATION
Through what is the engine oil sent ?
A - 1 heat exchanger.
B - 2 heat exchangers.
C - 3 heat exchangers.
How many exchangers are controlled by the EEC ?
A - 1 heat exchanger (fuel/oil type).

B - 2 heat exchangers (fuel/oil type).
C - 2 heat exchangers (fuel/oil and air/oil type).
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A330 70 PW 4168 Engine Technical Training Manual

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TECHNICAL TRAINING MANUAL

GENERAL FAMILIARIZATION COURSE

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G0101M0 TABLE OF CONTENTS

** Power Plant Installation Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . 5

** Drain System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

** Engine Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

** Fuel System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

FULL AUTHORITY DIGITAL ENGINE CONTROL (FADEC)

** FADEC Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

** FADEC Architecture (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

IGNITION AND STARTING

** Ignition & Starting System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . 45

G0101M0 TABLE OF CONTENTS

** Air System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

** Engine Controls Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63

** Thrust Control Architecture (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

** Engine Indicating Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71

** Thrust Reverser Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75

** Oil System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79

ENGINE CHARACTERISTICS NACELLE

To which temperature is the engine flat rated ?

A. ISA+15° C (59° F).

POWER PLANT INSTALLATION PRESENTATION

INTAKE COWL FAN COWLS

THRUST REVERSER DOORS EXHAUST

Which cowls can be maintained open by hold open roads ?

A - Forward fan cowls.

Which mount transfers vertical thrust loads to the pylon ?

DRAIN SYSTEM PRESENTATION

GENERAL DRAIN MAST

A - Through the forward fan cowl door.

Dimension and Weight

DIMENSION & WEIGHT LOW PRESSURE COMPRESSOR

FAN CASE SECTION

There are two separate fan cases:

HIGH PRESSURE COMPRESSOR COMBUSTION CHAMBER

HIGH PRESSURE TURBINE LOW PRESSURE TURBINE

TURBINE EXHAUST SECTION AERODYNAMIC STATION

How is the accessory gearbox driven ?

A - mechanically by the HP rotor.

How many stages are comprised in the LP compressor ?

What is the station of the HPT inlet section ?

FUEL SYSTEM PRESENTATION

PRESENTATION SERVO FUEL HEATER

sends a warning signal to the ECAM System Display.

A - FMU by-pass fuel.

The FADEC coordinates operation for :

FMU = Fuel Metering Unit

The main function of the FADEC is ?

How is the EEC supplied under normal engine running conditions ?

A - Aircraft 115 VAC network.

DUAL CHANNEL CHANNEL CHANGE

In case of a torque motor command loss, what happens ?

A - Switch over to the other channel.

DIGITAL OUTPUT DISCRETE/ANALOG SIGNALS

EEC INTERFACE OTHER INTERFACES

The ECS determines the various airbleed configurations according to logics

ENGINE START CONTROL

through its ARINC Buses.

The control panels provide the following signals to the EIVMU :