PW 4100 Part I

8 ..
PW41 00
. ENGINE AND NACELLE
LINE AND BASE MAINTENANCE
TRAINING GUIDE
{A300/A31 0 INSTALLATIONS}
" VOLUME 1
. '. : ~
" , ' ~
PART NO. 50Aj30. '.
e
. . CUSTOM .. e.R .'
.' . . TRAINING .'
. : .
.
REVJSEDJUNE 1989
1
ABBREVIATIONS, TERMS AND SYMBOLS
FOR TRAINING PURPOSES ONLY 11
620 (wpPSTB2.57 06-22-89)
2
,
SEC Secondary
SVA
Tamb
TAT
TBD
Stator Vane Actuator
Ambient Temperature
Total Air Temperature
To Be Determined
TBV Thrust Balance Vent
TCC
TEC
TNGV
Toil
T/R
TRA
Thrust Control Computer
Turbine Exhaust Case
Turbine Nozzle Guide Vane
Temperature Engine Oil
Thrust Reverser
Thrust Lever Resolver Angle
TRC Thermatic Rotor Control
TRP Thrust Rating. Panel
Ts
TSFC
Tt
Tt2
Temperature Static
Thrust Specific Fuel Consumption
Total Temperature
Compressor Inlet Total Air
Temperature
PW4l00-620 (06-15-89) FOR TRAINING PURPOSES ONLY
Tt2.5
Tt3
Tt4.95
TVBCA
US
VAC
VDC
VIB
W
Wa
Low Pressure Compressor Exit
High Pressure Compressor Exit
Exhaust Gas Total Temperature
(also referred to as Tt4.9 and
Tt5)
Turbine Vane and Blade Cooling
Air
United States
Volts, Alternating Current
Volts, Direct Current
Vibration
Rate of Flow (Expressed as
Weight of Flow)
Rate of Airflow
Waf Rate of Fan Airflow
Wap
Wat
Wf
Rate of Primary Airflow
Rate of Total Airflow
(Wat + Waf)
Rate of Fuel Flow
1-6
3
Wft
<
>
A
8
=
%
:
--
Fuel Flow Temperature
Less Than
Greater Than
Delta, Differential, Finite
Difference
Theta, Relative Temperature
Ratio
Delta, Relative Pressure Ratio
Equal, Equivalent
Approximately
Percent
Above or Higher
Below or Lower
Proportional To
No Change
PW4l00-620 <06-15-89) FOR TRAINING PURPOSES ONLY 1-7
4
INLET COWL
FAN
COWL
DOOR
PYLON
REVERSER DOOR
"'--- EXHAUST
PLUG
EXHAUST
NOZZLE
CT 12094
5-89
'NACELLE CONFI'GURATION - AIRBUS
FOR TRAINING PURPOSES ONLY
2-3
5
PROPULSION SYSTEM
ENGINE SPECIFICATIONS AND CONFIGURATION
GENERAL
Axial Flow, High Bypass Ratio Turbofan
Core Mounted Angle ano. Main Gearbox
Engine Inlet Diameter:
97 in. ( 246.38 cm.)
Engine Length:
154 in. ( 391.16 cm.)
Engine Weight:
- Typical non-QEC dry:
9200 lb. ( 4173.03 kg.)
- Typical QEC wet:
11500 lb. ( 5216.29 kg.)
Takeoff Specifications:
Thrust (lb.)
T.S.F.C.(lb./hr./lb.)
Bypass Ratio
Compressor Pressure Ratio
PW4152
52,000
.33
5 to 1
26.5 to 1
PW4100-620 (06-26-89) FOR TRAINING PURPOSES ONLY
PW4158
58,000
.35
5 to 1
30 to 1
2-4
6
97"
.-.---- 154" - - - - - ~
ENGINE PROFILE
CT 12067
9-88
2-5
7
PROPULSION SYSTEM
GASPATH CONFIGURATION
Low Pressure Compressor (LPC):
- 5 stages
1 fan stage
4 primary stages
- Modulating 2.5 bleed valve (4th stage
air) for engine stability and dirt
removal
Fan bleed air for turbine case cooling,
engine components cooling, and nacelle
cooling
High Pressure Compressor (HPC):
- 11 stages
- 4 stages of variable vanes for optimum
performance
8th stage bleed air for aircraft use
9th stage bleed air for engine
stability, compressor clearance control,
and turbine cooling
12th stage air for No. 3 bearing .
compartment cooling and turbine cooling
15th stage bleed air for No. 2 bearing
thrust balance load, muscle pressure and
airflow sensing
Diffuser and Combustor:
4 ports supply 15th. stage O.D. bleed air
for aircraft use
Annular combustion chamber
24 fuel injectors
PW4100-620 (06-26-89)
High Pressure Turbine (HPT):
- 2 stages
- Drives HPC
- Outer case cooled by fan air for
improved turbine efficiency
Low Pressure Turbine (LPT):
- 4 stages
- Drives LPC
- Outer case cooled by fan air for
improved turbine efficiency and case
durability
Turbine Exhaust Case:
Exhaust gas temperature and pressure
sensing probes (total of 4)
2 combination temperature and pressure
sensing probes
. 2 temperature (only) sensing probes
2-6
8
881 82
A A1
FLANGES
1
M N
H J K
1
2
2.9 3
4 4.5
STATIONS
2.5 14
ENGINE FLANGES AND STATIONS
P
S T
4.95
CT 12078
10-88
2-9
9
PROPULSION SYSTEM
ENGINE MAIN BEARINGS
No. 1 Bearing:
Thrust bearing for LPC
- Single ball bearing
- Supported by intermediate case
No. 1.5 Bearing:
~ Radial support for front of LPC drive
shaft
provides additional LP rotor support
- Single roller bearing
No. 2 Bearing:
- Thrust bearing for HPC
Single ball bearing
- Oil damped
No. 3 bearing:
Radial support of HPC and HPT
- Supported by diffuser case
No. 4 bearing:
- Radial support for rear of LPC drive
shaft and LPT
Supported by turbine exhaust case
- Oil damped
PW4100-620 (06-26-89) 2-10
10
LOW PRESSURE
COMPRESSOR
HIGH PRESSURE
COMPRESSOR
DIFFUSER
AND
COMBUSTOR
GASPATH CONFIGURATION
LOW
PRESSURE
TURBINE
w
en
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X
w
CT 12073
4-88
2-7
11
PROPULSION SYSTEM
ENGINE FLANGES
A: Inlet cowl attachment
Al: Stiffness and bracket attachment
5: Front fan case to fan exit outer case
51,52: Stiffness and bracket attachment
C: Fan exit outer case to intermediate
case
D: 'V' ring groove - cowl load sharing,
front ground handling pads positioned aft
of D flange at 9:00, 12:00 and 3:00
locations
Dl: 'V' ring groove - cowl load sharing
E: Intermediate case to HPC front case -
forward engine mount provision
H: HPC front case to HPC rear case
J: Stiffness and bracket attachment
K: HPC rear case to diffuser case
M: Diffuser case to HPT case
N: HPT case to LPT case
PW4100-620(06-26-89)
P: LPT case to turbine exhaust case
R,S: Aft mount attachment at 11:00 and
1:00 locations, ground handling
attachments at 3:00 and 9:00 locations
T: Exhaust nozzle attachment
Tl: Exhaust plug attachment
ENGINE STATIONS
2: Engine Inlet
2.5: LPC Exit
2.9: 9th Stage Exit
3: HPC Exit
4: Combustor Exit
4.5: LPT Inlet
4.95: LPT Exit (at turbine exhaust case
rear flange)
14: Fan Exit
2-8
12
NO. 1 BEARING
r - I ~ ' V . 2 BEARING
NO. 1.5 BEARING
NO.4 BEARING
ENGINE MAIN BEARINGS
CT 12072
488
/
2-11
13
PROPULSION SYSTEM
MAJOR ASSEMBLIES
Inlet Cone:
- 2 piece (Kevlar)
Fan Rotor:
- 38 blades (individually
replaceable/single part span shroud)
LPC/LPT Coupling:
- Provides improved support for the LPC
via the No.1 and No. 1.5 bearings
Low Pressure Compressor:
- 5 stages (including the fan)
Fan Cases:
Contain fan blade tip rubstrips
Incorporate fan exit vanes and struts
Incorporate ground handling pads at
9:00, 12:00 and 3:00 positions
Intermediate Case:
- Supports No.1, No. 1.5 and No. 2
bearings
- Provides for forward mount attach points
- Houses engine components in its rear
cavity
High Pressure Compressor:
- 11 stages (inlet guide vanes, 5th, 6th
and 7th stage vanes are variable)
- Drives the angle gearbox
PW4100-620 (06-26-89)
Diffuser Case:
- Supports No. 3 bearing
- Houses annular combustor chamber, which
has double-pass cooled louvers
- Supports 24 fuel injectors
- 2 igniter plug bosses
- Combustion chamber drain valve
eliminated
High Pressure Turbine:
- 2-stage assembly (external case cooling)
- Turbine cooling air ports for HPT
internal cooling
Low Pressure Turbine:
- 4-stage assembly (external case cooling)
Turbine Exhaust Case:
- Supports No. 4 bearing
- Provides aft mount attach points, ground
handling bracket attach points, and
mounting bosses for exhaust gas pressure
and temperature probes
Angle Gearbox:
- Mounted to the intermediate case
- Driven by HPC via the towershaft
- Aluminum material
Main Gearbox:
- Mounted to the HPC rear case
- Driven by the angle gearbox via the
horizontal layshaft
- Aluminum material
'-----./'
2-12
14
FAN BLADES
COMPRESSOR
INLET CONE
HIGH PRESSURE
COMPRESSOR
(HPC)
tJP"
LPC/LPT
COUPLING
DIFFUSER AND
COMBUSTOR
LOW PRESSURE
COMPRESSOR
(LPC)
TURBINE
NOZZLE
HIGH PRESURE
TURBINE (HPT)
LOW PRESSURE
TURBINE (LPT)
MAJOR ASSEMBLIES
INTERMEDIATE
CASE
MAIN
GEARBOX
(MGB)
TURBINE
EXHAUST
CASE (TEC)
CT 12315
3-89
2-13
15
PROPULSION SYSTEM
ENGINE CONSTRUCTION - BUILD GROUPS
COMPRESSOR INLET CONE
Purpose:
The compressor inlet cone provides a
smooth aerodynamic fairing at the inlet
area of the LPC.
Construction:
Kevlar
Two segments
Rear cone segment
- Bolted to the front of the LPC hub
Front cone segment
- Bolted to the rear cone segment
Pre-balanced assembly
Anti-ice holes (12) equally spaced in rear
cone segment
Line replaceable unit
PW4l00-620 (06-26-89)
2-14
16
INLET CONE
FRONT SEGMENT
INLET CONE
FRONT SEGMENT
INLET CONE
REAR SEGMENT
INLET CONE /
REAR SEGMENT
ANTI-ICE
HOLES
COMPRESSOR INLET CONE
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CT12615
4-89
2-15
17
PROPULSION SYSTEM
FAN BLADES
Purpose:
The fan blades provide initial
compression, and then pass the compressed
air to the engine primary and secondary
gaspaths.
Construction:
Titanium forgings
,
First stage of LPC
38 blades:
- Wide chord
- Single part-span shroud
- Radial retention - dovetail slots in LPC
hub
Axial retention - split ring blade lock
Replaceable in moment-weighted pairs on
installed engines
Line replaceable units
PW4100-620 (06-26-89) 2-16
18
~ - ANTIROTATION
PIN
SPLlTRING
BLADE LOCK
LOCK REMOVAL
HOLE
SPLIT RING
BLADE LOCK
. FAN BLADES
PART SPAN.
SHROUD ___
CT 12631
4-89
2-17
19
PROPULSION SYSTEM
LOW PRESSURE COMPRESSOR (LPC)
Purpose:
The low pressure compressor provides
additional compression of the inlet air.
Construction:
Five stage rotor and stator assembly
LPC rotor is driven by low pressure
turbine (LPT)
Structural support for rotor is provided
by No. 1 ball bearing mounted on front
compressor hub.
The rotor first stage is referred.to as
the fan stage.
PW4100-620 (06-26-89)
LPC (stage 1.6, 2, and 3) stator assembly
is supported by fan exit inner case
assembly.
First stage of stator assembly is located
aft of fan blades at entrance to the
primary gaspath.
Fan exit fairing acts as a splitter
separating the primary and secondary
airstreams.

2-18
20

,
FRONT
COMPRESSOR HUB
EXIT FAIRING
FAIRING
,
,
,
,
,
LOW PRESSURE---COMPRESSOR (LPC)
/'
CT12303
5-89
2-19
21
PROPULSION SYSTEM
LPC/LPT COUPLING
Purpose:
The LPC/LPT coupling attaches and secures
the LPC rotor to the LPT shaft.
Construction:
The coupling is splined to the LPC rotor
hub and to the LPT shaft.
The coupling is supported by the No. 1.5
bearing.
Mounted on the coupling is a motional
pickup wheel. It provides the low rotor
speed (Nl) input for the FADEC/EEC speed
transducer(Nll
Mounted on the outer ring of the bearing
housing is the support bracket for the
FADEC/EEC speed transducer(Nl).
PW4l00-620 (06-26-89) 2-20
22
NO. 1.5 BEARING
INNER RACE AND ROLLERS
'-./
LOCATION OF
ANTI-ICING
AIR HOLE
MOTIONAL PICKUP
WHEEL
LPC/LPT COUPLING
. ----- ----_. ---- - ----- - ---
_.----------- ------
---
----
CT12632
6-89
2-21
23
PROPULSION SYSTEM
FAN CASES
Purpose:
The fan cases provide a flowpath for the
fan discharge air, and provide the
structural link between the engine and the
nacelle.
Construction:
The fan front case supports the inlet
cowl, and provides fan blade containment.
It houses the fan blade tip rubstrips.
The fan exit case and vane assembly
straightens the fan discharge air prior
it's entering the thrust reverser fan air
duct.
The 2.5 bleed valve and actuator are
attached to the fan exit inner case at the
LPC exit.
PW4l00-620 (06-26-89) 2-22
24
FAN EXIT CASE
AND VANE
ASSEMBLY
.- _. -.-
------.
,
,
,
,
,
FAN CASE
FAN EXIT CASE
AND VANE ASSEMBLY
2.5 BLEED
VALVE
CT 12305
4-89
2-23
25
PROPULSION SYSTEM
INTERMEDIATE CASE
Purpose:
The intermediate case is the major
structural component of the engine. It
also provides mounting of many engine
systems components.
Construction:
Supports the thrust bearings for the LPC
and HPC rotors
Contains:
- Fourth stage compressor stator assembly
- Struts
Nine
- Towershaft drive gear
Attached to fan exit rear case
PW4l00-620 (06-26-89)
2-24
".---"
26
4TH STAGE
NO. 1 BEARING
REAR SUPPORT
4TH STAGE
STATOR
._------------------ .--- ._--" ----------_.
~ 1 1 - - ! 7 ! ' # - - - STRUT
INTERMEDIATE CASE
---- .-- _.---------
CT 12646
10-88
2-25
27
PROPULSION SYSTEM
INTERMEDIATE CASE - EXTERNAL COMPONENTS
Forward mount pad:
- 12:00 position
Accepts torque, vertical and growth
loads
- Puck and gimbel type
4-way solenoid valve:
1:00 position
Control
Left HPC secondary flow control valve
IDG air/oil heat exchanger valve
override
Forward mount thrust brackets:
- 10:30 and 1:30 positions
- Accept torque and thrust loads
No. 3 bearing buffer air cooler:
- 2:00 position
- Pre-cools No. 3 bearing compartment
cooling air
WARNING: Do not touch or come in contact
with No.3 bearing buffer air cooler or
associated tubing for 3.0 hours after
engine shutdown because serious burns
can result.
IDG air/oil heat exchanger and valve:
- 4:00 position
- Utilizes fan air to cool IDG system oil
PW4100-620 (06-26-89)
5:00 position
Control
2.9 start bleed valve
2.9 stability bleed valves
Nl speed transducer:
- 5:00 position
- Senses Nl speed
Angle gearbox:
- 6:00 position
- Driven by the HPC via a towershaft
- Drives the main gearbox
2.5 bleed valve actuator:
- 7:00 position
- positions the 2.5 bleed valve
- Mounted to fan exit case
Engine air/oil heat exchanger and valve:
- 8:00 position
- Utilizes fan air to cool engine oil
10:30 position
Control
Right HPC secondary flow control valve
Turbine blade and vane cooling air
valves
2-26
28
4 WAY SOLENOID VALVE
FORWARD MOUNT PAD
4 WAY SOLENOID VALVE
ENGINE AiRfOIL
HEAT EXCHANGER
AND VAL
2.5 BLEED V A L V E - ~
ACTUATOR
ANGLE GEARBOX
N1 SPEED TRANSDUCER
FORWARD MOUNT
THRUST BRACKETS
.......... ' .... AiRfOIL
Jn:IIT EXCHANGER
AND VALVE
WAY SOLENOID VALVE
CT 12306
6-89
INTERMEDIATE CASE - REAR
29
PROPULSION SYSTEM
HIGH PRESSURE COMPRESSOR (HPC)
Purpose:
The high pressure compressor provides
additional compression of the air it
receives from the low pressure compresser
and delivers the air to the diffuser.
Construction:
Eleven stages:
- Consists of an inlet guide vane (IGV)
stator assembly, and an eleven stage
rotor and stator assembly.
- There are four stages of variable stator
vanes.
- Each one of the four variable stator
vane stages supports a unison ring.
The HPC rotor is supported at the front by
the No. 2 bearing, and at the rear by the
No. 3 bearing.
It is driven by the high pressure turbine
(HPT)
It drives the angle gearbox:
8th stage for aircraft pneumatic
requirements
9th stage for engine stability
12th stage for turbine cooling air
15th stage for thrust balance
PW4l00-620 (06-26-89) 2-28
30
VARIABLE STAT
UNISON RINGS
8TH STAGE
BLEED PORT
REAR HUB
------ ------------------- .--

---/-----
STATOR i!
OO-''''-.'f . 9TH STAGE ,12TH STAGE BLEED
UNISON RINGS
(TYPICAL)
BLEED ANNULUS ANNULUS CT 12307
HIGH PRESSURE COMPRESSOR (HPC)
4-89
FOR TRAINING PURPOSES ONLY 2-29
31
PROPULSION SYSTEM
DIFFUSER AND COMBUSTOR
Purpose:
The diffuser straightens and diffuses the
air prior to its entry into the combustor.
Construction:
The diffuser is bolted to the high
pressure compressor rear case.
24 fuel injectors are mounted around the
diffuser case.
The diffuser case supports the No. 3
bearing.
Igniter plug ports are provided on the
case at the 4:00 and 5:00 positions.
Four ports provide 15th stage air for
engine and aircraft use.
The combustion chamber is a two piece
. annular chamber.
PW4l00-620 (06-26-89)
. ~ .
2-30
/
32
---------------
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----
COMPRESSOR
EXIT STATOR
COMPRESSOR EXIT
DIFFUSER CASE
STRUT
NO.3.BEARING
--/----- ---- --- -----, -_.- -;/'''-
r--..--n
----,--- --------
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':V--'.
FUEL INJECTOR
FUEL INJECTOR
MANIFOLD
COMBUSTION
CHAMBER
15TH AGE
BLEED ANNULUS
DIFFUSER AND COMBUSTOR
CT 12625
1088
2-31
33
PROPULSION SYSTEM
TURBINE NOZZLE
Purpose:
The nozzles formed by the ring of vanes
increase the velocity of the hot gases
exiting the combustion chamber, and direct
the gases at the optimum angle to the 1st
stage turbine blades. .
Construction:
The nozzle consists of the:
Inner combustion chamber
1st stage HPT cooling air duct
- 1st stage HPT nozzle guide vane cluster
assemblies
The inner combustion chamber liner forms
the inn.er half of the annular combustion
chamber.
The turbine nozzle is formed by seventeen
vane clusters secured to the 1st stage HPT
cooling air duct and inner combustion
chamber.
Cooling air enters the liner through small
holes at each liner ring, and flows into a
circumferential groove. The air then flows
onto the inner surface of the liner
segments as a uniform cooling air film.
PW4l00-620 (06-26-89)
Cooling air enters the internal passages
of each vane. The air exits the vane
through a specific pattern of holes to
provide a protective film over the gaspath
surfaces of the vane.
2-32
' __ e'
34
' . . -'t
_____
"'__ I
INNER COMBUSTION
CHAMBER
I
I
INNER COMBUSTION
CHAMBER
COOLING DUCT
NOZZLE
GUIDE VANES
NOZZLE GUIDE VANES
,.',Y.. ,< '
TURBINE NOZZLE
CT12647
4-89
2-33
35
PROPULSION SYSTEM
TURBINE NOZZLE (CONT)
Purpose:
The 1st stage HPT cooling duct directs
cooling air from the inner combustion
chamber area of the diffuser case, through
a metering nozzle and directs the air on
the turbine rotor for cooling the'lst
stage blades.
Construction:
The cooling duct case contour forms the
rear inner portion of the combustion
chamber
Honeycomb seal lands are provided at the
interfaces with the 1st stage rotor to
reduce leakage of the 1st blade cooling
air.
PW4100-620 (06-26-89) 2-34
36
COOLING DUCT
TURBINE NOZZLE
CT 12624
4-89
2-35
37
PROPULSION SYSTEM
HIGH PRESSURE TURBINE (HPT)
Purpose:
The high pressure turbine provides the
driving,force for the high pressure

Construction:
The high pressure turbine consists of:
- One case and vane assembly
- Two disk and blade rotor assemblies
- One rotating inner airseal.
The 1st and 2nd disk and blade assemblies,
the 2nd stage vanes and the, inner air seal
are air cooled. '
The 1st stage turbine blades are s'ingle
crystal material.
The 2nd stage turbine blades are
directionally solidified material.
An inner air seal land is located at the
inner diameter of the 2nd stage vanes and
is part of the 2nd stage vane inner seal.
PW4100-620 (06-26-89)
The cooling air duct nozzles meter cooling
air to the blades.
The turbine case is externally cooled by
fan air controlled by the automatic
turbine rotor clearance control system.
Automatic turbine rotor clearance control
system cooling air manifolds are mounted
to brackets on the outside of the turbine
case.
2-36
38
1ST STAGE TURBINE
1 ST TURBINE HUB
1ST 'UREIINE HUB
____ .. ________________ :/0 ____ . ______________ .
1ST STAGE.
INNER
1ST STAGE
OUTER AIRSEAL
1ST STAGE
---
,;Jr. \.<.
MANIFOLDS
TURBINE VANE
COOLING AIR PORT
TURBINE VANE
COOLING AIR
ANNULUS
STAGE
AIRSEAL
CT 12310
6-89
HIGH PRESSURE TURBINE (HPT)
2-37
39
PROPULSION SYSTEM
LOW PRESSURE TURBINE (LPT)
purpose:
The low pressure turbine provides the
rotational driving, force for the low
pressure and fan.
Construction:
The 5th stage disk functions as the. LPT
hub.
The 3rd and 4th stage disks are
cantilevered from the front of the 5th
stage disk.
The 6th stage disk is attached to the rear
of the 5th stage disk.
Knife edge seals are positioned between
each of the rotating stages.
The low pressure turbine features nozzle
guide vane clusters. .
The inner diameters of the vane clusters
support honeycomb seal segments;
LPT vanes are constructed of nickel alloy.
The 3rd stage stator assembly incorporates
aluminide coated airfoils.
PW4100-620 (06-26-89)
Stages 4 through 6 stators incorporate
uncoated airfoils with integral, abradable
honeycomb airseal lands.
The LPT case material is nickel alloy.
Internal cooling air is provided to the
low pressure tubine to reduce and regulate
temperatures in the transition duct outer
diameter area, the inner diameter of the
rotors, and the inner cavity areas and
stator seal areas.
High pressure compressor air is used to
cool the 3rd through 5th stage inner and
outer areas, and 4th stage low pressure
compressor air is used to cool the 6th
stage inner cavity.
The turbine case is externally cooled by
fan air controlled by the automatic
turbine rotor clearance control system.
Automatic turbine rotor clearance control
system cooling air manifolds are mounted
to brackets on the outside of the turbine
case.
2-38
40
L(\W COMPRESSOR DRIVE
LOW PRESSURE
LOW
COMPRESSOR
DRIVE TURBINE
SHAFT
1,,--,'DII1I1: SHAFT
LPT COIOLINCl
AIR MANIFOLDS
LOW PRESSURE TURBINE (LPT)
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CT 12648
6-89
2-39
41
PROPULSION SYSTEM
TURBINE EXHAUST CASE
Purpose:
The turbine exhaust provides housing and
support for the No.4 bearing.
Construction:
Provides for attachment of the engine rear
mount.
Provides ground handling tool attachment
points.
Prov.ides for attachment of the two Tt4. 95
probes.
Provides for attachment of the two
combination Pt4.95/Tt4.95 probes.
PW4l00-620 (06-26-89) 2-40
42
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-_-_;... ct;;;f;r--fl_-
NO.4 BEARING
COMPARTMENT -----
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rj ':
-!?: !.;r... "
!!_1 _:-j
... ..,I .', --jf" .... .:,
: ..... _r t .... :: :
I I, 'I '
I I I " '
I I, r,
, I, I,
I I, t
: : I ;:
I 'I 'r
! " 'I
! " "
I I I "
1 I I "
I I, ',I
I I I I.
I '1 " I
TURBINE
EXHAUST
CASE STRUT
i :: ,;
"I'-!' 'I f
r;j2,;.;;.:.) J-f'.7
j
, .........t:..::.rh?.. e-
,-,
} I "
'- "-" p
TURBINE EXHAUST
CASE RAILS
EXHAUST NOZZLE
MOUNT FLANGE
GROUND HANDLING
ATTACHMENT POINTS
(REAR)
TURBINE EXHAUST CASE STRUT
CT 12312
4-89
TURBINE EXHAUST CASE
2-41
43
PROPULSION SYSTEM
ANGLE GEARBOX
Purpose:
The angle gearbox drives the main gearbox.
Location:
Mounted under the intermediate case at
6:00 position
Construction:
HPC driven via the towershaft
Drives the main gearbox via the horizontal
layshaft
Front support is by the intermediate case
via two forward mount plugs
Rear support is by the HPC case via the
horizontal layshaft housing
Aluminum material
PW4100-620 (06-26-89)
MAIN GEARBOX
Purpose:
The main gearbox drives the engine and
. aircraft accessories.
Construction:
Mounted under the compressor case at the
6:00 position:
- Supported by layshaft link and two side
mounts to HPC rear case
- Anti-sway bracket prevents side movement
The main gearbox is driven by the angle
gearbox via the layshaft.
All gearbox accessory drives are plug-in
modules with replaceable carbon seals.
All accessory drives have seal drain
leakage provisions.
All accessory drives (except starter)are
wet spline drives.
The engine identification plate is bracket
mounted on the gearbox left side.
2-42
44
TOWERSHAFT
DRIVE
HORIZONTAL DRIVES HAFT
(LA
MOUNT LUG
(2 LOCATIONS)
HORIZONTAL DRIVESHAFT
(LAYSHAFT)
CT 12649
1088
ANGLE AND MAIN GEARBOXES
45
PROPULSION SYSTEM
MAIN GEARBOX ACCESSORY DRIVES
Gearbox Front:
Fuel pump drive pad (seal drain le.akage
port in fuel pump housing)
Layshaft housing pad
Manual N2 crank drive pad
Front hydraulic pump drive gearbox
- Pressure lubricated by dedicated oil
nozzle
Main oil filter housing pad.
Deoiler pad
PW4l00-620 (06-26-89) 2-44
46
MOUNT LUGS
ANTI-SWAY
BRACKET
"\ FUEL PUMP
( .... ~ >8"
\ .;;:;,} DRIVE PAD-oJ
.'.. N2 MANUAL __ ---J
CRANK PAD
FOR TRAINING PURPOSESONL Y
OIL TANK
;'-'
LAYSHAFT
HOUSING
MAIN OIL
FILTER
HOUSING ' /,
, ,_. ,I i
FRONT HYDRAULIC
PUMP DRIVE GEARBOX
(AIRBUS ONLY)
, " _, j' i ~ .) .:
CT 12293
4-89
2-45
47
PROPULSION SYSTEM
MAIN GEARBOX ACCESSORIES (CONTINUED)
Gearbox Rear:
Gearbox oil storage cavity (supplements
the oil tank storage volume)
Oil check valve (inside the gearbox oil
storage cavity)
oil tank mount pad
Breather air discharge port
IDG drive pad
FADEC/EEC alternator housing pad
Lubrication and scavenge oil pump drive
pad
Rear hydraulic pump drive pad
Starter drive pad
PW4100-620 (06-26-89)
2-46
48
OIL CHECK
VALVE
OIL TANK
MOUNT PAD
BREATHER AIR
DISCHARGE PORT
IDG DRIVE PAD
GEARBOX OIL STORAGE
CAVITY
FADEC/EEC ALTERNATOR
ANTI-SWAY BRACKET
REAR HYDRAULIC
PUMP DRIVE PAD
LUBRICATION AND STARTER DRIVE
SCAVENGE ,. ".," PAD
MAIN GEARBOX REAR
CT 12294
4-89
2-47
49
,---------------------------------------' -----
ENGINE CROSS SECTION
CT 12295
10-88
50
---------------------------------------------------- ------- --------
FOR TRAINING PURPOSES ONLY , -.::-
ENGINE CROSS SECTION
CT 12296
10-88
51
LPT TCC AIR
SHUTOFF VALVE-.rli---
HPTTCC AIR
SHUTOFF V A L . V C - ~
LUBRICA nON AND
SCAVENGE OIL
COMPRESSOR
ROTOR HEATING
AIR VALVE
TCC AIR
VALVE ACTUATOR
2.9 BLEED
VARIABLE
STATOR VANE
ACTUATOR
FUEL PUMP I
FUEL METERING
UNIT
RIGHT SIDE EXTERNAL FEATURES - AIRBUS INSTALLATION
CT 12298
5-89
o
'" N
52
BORESCOPE ACCESS PORTS-LEFT SIDE
CT 12080
488
2-55
53
PROPULSION SYSTEM
BORESCOPE PROVISIONS
BORESCOPE ACCESS PORTS - RIGHT SIDE
Access
Port
AP4
AP6
AP7
AP8
AP9
APIO
NOTES:
Port
Location
8th' stage stator
12th stage stator'
14th stage stator
Diffuser case
Combustion case
Transition duct (LPT inlet)
Viewing
capability
8th & 9th stage blades
Combustion chamber and fuel injectors
1st stage turbine blades
2nd stage turbine blades
3rd stage turbine blades
AP7 location requires a special tool for the inner plug.
AP8 locations do not include the igniter plugs.
APIO location uses an integral inner and outer plug.
PW4l00-620 (06-26-89) 2-56
54
BORESCOPE ACCESS PORTS-RIGHT SIDE
CT 12079
489
2-57
55
INNER
PLUG.
11TH STAGE
BLADE
11TH STAGE
VANE
HPC
REAR
CASE
10TH STAGE BORESCOPE ACCESS PORT
FOR TRAINING PURPOSES ONI v
CT 12361
4-89
2-58
56
14TH STAGE
BLADE --
14TH STAGE
VANE ---,/
15TH STAGE
BLADE---'
FLANGE K
(REFERENCE)
____ - DIFFUSER
CASE
14TH STAGE BORESCOPE ACCESS PORT
CT 12362
4-89
2-59
57
PROPULSION SYSTEM
COMPRESSOR INLET CONE REMOVAL/INSTALLATION
Support Equipment:
None
Precautions: (#)
Warning: Do not allow inlet cone to fall
from engine or injury to operator or
damage to cone may result.
prerequisite Task:
None
Key Steps - Removal:
Remove bolts and inlet cone front
segment (#).
Remove bolts and -inlet cone rear
segment (#).
Key Steps - Installation:
Install inlet cone rear segment and torque
bolts per maintenance manual (#).
Install inlet cone front segment and
torque bolts per maintenance manual (#).
PW4100-620 (06-26-89) 2-60
58
INLET CONE
FRONT SEGMENT
INLET CONE
REAR SEGMENT ___
COMPRESSOR INLET CONE REMOVAL
CT 12145
4-89
2-61
59

Support Equipment:
PWA 85035 support fixture
Precautions: (#)
None
Prerequisite Task:
Remove compressor inlet cone
PROPULSION SYSTEM
FAN BLADE REMOVAL/INSTALLATION
Remove compressor blade lock assembly.
Install PWA 85035 support fixture to hub.
Slide all blades forward toward fixture.
Remove blades from slots in hub through
slot in fixture.
Remove fixture from hub.
Working in clockwise direction, install
blades partially in slots of hub.
After last blade is installed, slide all
blades rearward
Install blade lock.
PW4100-620 (06-26-89) 2-62
60
PWA85035
...---ANTI-ROTATION PIN
SUPPORT

BLADE LOCK -----,
PIN PUNCH
. LOCK REMOVAL HOLE
FAN BLADE REMOVABLE
CT 12622
4-89
2-63
61
62
ENGINE
OPERATING
CONDITIONS
I STATION I
I
Pt Psia
I
I
Tt DC
I
2
ENGINE MODEL
N1 %
N2 %
Wf
EGT
EPR THRUST
2.5 14 3 4
OPERATING LIMITS
rpm
N1 RED LINE
%
rpm
NOTE: N1 @.100% =
pph
N2RED LINE
%
C NOTE: N2 @ 100%-
LB. EGTRED LINE
PERFORMANCE DATA
4.5 4.95
rpm
rpm
rpm
rpm
C
CT 12101
3-89
3-3
63
ENGINE
OPERATING
CONDITIONS
I STATION I
I
Pt Psia
I
I
TtOC
I
2
ENGINE MODEL
N1 %
N2 %
Wf
EGT
EPR THRUST
t:OR TRAINING PURPOSES ONl-
V
. ~
2.5 14 3 4
OPERATING LIMITS
rpm
Nl RED LINE
%
rpm
NOTE: Nf @100% =
pph
N2 RED LINE
%
C NOTE: N2 @100%-
LB. EGTRED LINE
PERFORMANCE DATA
4.95
rpm
rpm
rpm
rpm
C
CT 12101
389
3-4
64
APPLIED PERFORMANCE
PW4000 ENGINE SPECIFICATIONS
The following specifications assume the engine is
operating at sea level, standard day conditions: .
Thrust:
Fan lb.
primary lb.
Total:
Airflow:
Fan
Primary
Total:
Pressure Ratio:
lb.
lb/sec.
lb/sec.
lb/sec.
Low Compressor (Pt2.5/Pt2) =
High Compressor (Pt3/Pt2.5) -
Total Compressor (Pt3/Pt2) =
Fuel Consumption:
Fuel Flow: lb/hr. ( __ _
TSFC: lb/hr/lb.
kg/hr. )
Fuel Consumption: ( ft., Mn)
Fuel Flow: lb/hr. (-- kg/hr.)
TSFC: lb/hr/lb.
Bypass Ratio:
Fan Airflow/Primary Airflow:
Engine Pressure Ratio:
Pt4.9/Pt2:
PW4100-620 (06-21-89) FOR TRAINING PURPOSES ONLY 3-2
65
APPLIED PERFORMANCE
UPON COMPLETION OF THIS LESSON, EACH STUDENT WILL BE ABLE TO:
1. DESCRIBE THE ENGINE FLAT RATING CONCEPT.
2.. IDENTIFY LOW AND HIGH COMPRESSOR MAP DETAILS SUCH AS A SURGE LINE, ENGINE
OPERATING LINE, ACCEIJDECEL LINES, ETC.
3. DESCRIBE COMPRESSOR SURGE.
4. LIST SOME CONDITIONS THAT CAN CAUSE A COMPRESSOR SURGE.
5. STATE OPERATING PROCEDURE WHEN ENCOUNTERING COMPRESSOR SURGE.
620 (WPPSTB257 06-22-89)
66
ENGINE
OPERATING
CONDITIONS
I STATION I
I
Pt Psia
I
I
Tt C
I
2
ENGINE MODEL
N1 %
N2 %
Wf
EGT
EPR THRUST
2.5 14 3 4
OPERATING LIMITS
rpm
N1 RED LINE
%
rpm
NOTE: N1 @100%-
pph
N2REDLINE
%
C NOTE: N2 @100%-
LB. EGTRED LINE
PERFORMANCE DATA
4.95
rpm
rpm
rpm
rpm
C
CT 12101
389
3-5
67
APPLIED PERFORMANCE
ENGINE RATING
ENGINE POWER SETTING CONCEPT
Purpose
The rating of a gas turbine engine is:
- The manufacturer's guarantee of new
engine performance, i.e., takeoff
rating, maximum continuous rating, etc.
- A concept for setting engine power
In general, there are two rating concepts
which are utilized for setting engine
power. One concept is that of rating an
engine to a constant compressor speed, and
the other is that of rating an engine to a
constant exhaust gas temperature (flat
rating). The basic Pratt & Whitney engine
rating concept is that of rating an engine
to a constant exhaust gas temperature
(flat rating).
In discussing the flat rating concept, the
following principles should be kept in
mind:
Ambient air temperature and air density
vary inversely.
Airflow through the engine compressor is
a function of compressor speed and air
density.
Compressor speed is a function of
compressor airflow and the energy
available to the compressor's turbine.
Therefore, when the exhaust gas
temperature is maintained at a constant
value (constant energy level to the
turbine), compressor speed becomes a
function of ambient air temperature for a
given pressure altitude
The flat rating concept is shown on the
facing page. Below the flat rating
temperature (Tt2) point, the engine is
producing maximum rated thrust at reduced
values of fuel flow, EGT, and compressor
speeds. The reduced EGT results in a
decreased rate of turbine deterioration
resulting in an increased hot section life
with no penalty in thrust.
Above the flat rating temperature point a
constant EGT is maintained. This results
in a prolonged hot section life and at the
same time provides the thrust to satisfy
aircraft certification requirements.
3-6
68
,
LAC::CEII'TANCE TEST EGT MAXIMUM LIMIT
OF
Tt2
II
FLAT RATING CONCEPT
CT6120
4-89
3-7
69
APPLIED PERFORMANCE
COMPRESSOR PERFORMANCE
Purpose:
Compressor performance is utilized to
define compressor operating
characteristics.
Compressor maps are principally the tools
of those who design compressors, but they
can also be used to show certain
operational effects that are of interest
to maintenance personnel.
Compressor maps are graphs illustrating
compressor performance, and are plotted on
the parameter axes of compressor pressure
ratio vs corrected airflow, for a given
compressor speed.
This plotting identifies the compressor
surge line.
The steady state operating line
(established by diffuser, combustor and
turbine geometry) is then determined and
plotted on the map. The distance between
the compressor surge line and the steady
state operating line determines the surge
margin.
PW4l00-620 (06-2l-89) FOR TRAINING PURPOSES ONLY 3-8
70
STATION
2.5*
STATION
3*
C,--, TROLLABLE
OUTFLOW VALVE
1I
+
~ . . ,
-.--
t:-
:P
COMPRESSOR TEST RIG
*INSTRUMENTATION
COMPRESSOR RIG DRIVE ENGINE
FOR DETERMINING:
TEMPERATURE
PRESSURE
AIRFLOW
COMPRESSOR
PRESSURE
RATIO
COMPRESSOR MAP
~ _ ... r"""-- SURGE LINE
SURGE ZONE
_ - CONSTANT SPEED LINE
AIRFLOW
COMPRESSOR MAP DEVELOPMENT
CT12628
1088
3-9
71
COMPRESSOR PERFORMANCE - (CONTINUED)
High Pressure Compressor Map:
- Axis
APPLIED PERFORMANCE
Compressor pressure ratio (Pt3/Pt2.5)
Corrected airflow
Plotted applications
Constant compressor speed lines
Surge line
Steady state operating line
Acceleration line (ACCEL Line)
During a rapid acceleration the
operating line moves toward the
surge line. This movement is the
result of diffuser, combustor, and
turbine geometry, along with fuel
and bleed scheduling.
Deceleration line (DECEL Line)
During a rapid deceleration the
operating line moves away from the
surge line. This movement is also
the result of diffuser, combustor,
and turbine geometry, along with
fuel and bleed scheduling.
72
SURGE ZONE
Pt3/Pt2.5
SURGE
MARGIN
'---t--
DECEL LINE
IDLE
AIRFLOW
N2 COMPRESSOR MAP
_SURGE LINE
T.O
__ STEADY STATE
OPERATING LINE
CONSTANT
SPEED LINE
CT 12652
10-88
3-11
73
APPLIED PERFORMANCE
COMPRESSOR PERFORMANCE - (CONTINUED)
Low Pressure Compressor Map:
- Axis
Compressor pressure ratio (Pt2.5/Pt2)
Corrected airflow
Plotted applications
Constant compressor speed line.s
Surge line
Steady state operating line
Acceleration line (ACCEL Line)
During a rapid acceleration the
operating line moves away from the
turbine geometry, fuel and bleed
scheduling, and intercompressor
matching effect.
Deceleration line (DECELLine)
During a rapid deceleration the
operating line moves toward the
turbine geometry, fuel and bleed
scheduling, and intercompressor
matching effect.
PW4l00-620 (06-21-89) FOR TRAINING PURPOSES ONLY 3-12
74
Pt2.5/Pt2
-- SURGE LINE
SURGE ZONE
SURGE
MARGIN
J-eF--
FULLOPEN ..
IDLE
CONSTANT
---SPEED LINE
ACCELLINE
\
I ~ - - r - ~ - - FULL CLOSED
I
2.5 BLEED MODULATION
STEADY STATE OPERATION
\
STEADY STATE
OPERATING LINE
T.O.
AIRFLOW
N1 COMPRESSOR MAP
CT12651
10-88
3-13
75
FUEL AND CONTROL SYSTEM
1. STATE THE PURPOSE OF THE FUEL SYSTEM.
2. TRACE THE FLOWPATH OF THE FUEL SYSTEM.
3. LIST AND STATE THE PURPOSE FOR EACH MAJOR COMPONENT OF THE FUEL SYSTEM.
4. IDENTIFY THE TROUBLESHOOTING TAPS ON THE FOLLOWING COMPONENTS:
- FUEL PUMP
- FUEL METERING UNIT .
5. STATE THE PURPOSE OF FADECfEEC.
6. LIST THE INTERFACES OF FADECfEEC WITH THE ENGINE/AIRCRAFT.
620 (WPPSTB257 06-22-89)
76
FULL AUTHORITY DIGITAL ELECTRONIC CONTROL SYSTEM (FADEC/EEC)
GENERAL
purpose:
Enhance basic engine control functions
- Starting, idle, accel, decel, stability,
and thrust control
Optimize engine efficiency
- Maintain/coordinate complex schedules
for anti-surge bleeds, variable stator
vanes, compressor clearance control,
automatic turbine rotor clearance
control, cooling airflows, engine and
IDG oil cooling, and fuel heating
Enhance engine protection:
- Critical speed and pressure limiting
- Thrust limiting and overboost protection
Coordinate engine/aircraft control
functions
- Accomplished via data communication
networks
Improve pilot/engine interface, relative
to hydromechanical control systems:
- Automatic EPR control, limit protection
and diagnostics
Thrust is automatically correlated to
throttle lever position
Improve operational reliability, relative
to hydromechanical control systems
- Accomplished through dual channel
control, automatic fault detection and
compensation and reduced down time
through enhanced diagnostics
Improve engine maintenance:
- Accomplished through condition
monitoring, self-test, fault isolation
and on-board diagnostics
- Fault data storage capacity
4-2
77
.
,Tt3 PROBE
F l . ......JI

FUEL DISTRIBUTION
FUEL INJECTOR
SUPPLY MANIFOLD
VALVE
.,-,.......I/.e.-"""
Tt4.95
PROBE
FUEL
INJECTOR

FUEL TEMPERATURE FUEL PUMP
THERMOCOUPLE
PROBE
BYPASS
VALVE "'w,,",1
(i=UI;L,PUMP)
FUEL FLOW
TRANSMITTER
FADEC/EEC
INLET PRESSURE!
TEMPERATURE I
(Pt21Tt2) PROBE
(INLET COWL)
PambSENSOR
(INLET COWL)
FADEC/EEC SPEED
TRANSDUCER (N1)
FUEL METERING
UNIT c
{'YuJ/'./- ;-(,{(,z. - .'":'.'.,i.,.,!"
CT 12022
4-89
Tt4.95
THERMOCOUPLE
JUNCTION BOX
FUEL SYSTEM COMPONENTS-RIGHT SIDE
, .
-- ;,'< .,;' .
4-5
78
FUEL DISTRIBUTION SYSTEM
ENGINE - LEFT SIDE
Component Location:
Full Authority Digital Electronic Control
(FADEC/EEC) :
- Mounted on the fan case at 10:30
position
FADEC/EEC Alternator:
- Mounted on the rear, upper middle. of the
main gearbox
Fuel/Oil Cooler and Bypass Valve:
- Mounted on the HPC rear case at 8:30
position
Fuel Injector Supply Manifolds:
- Mounted on the diffuser case
Fuel Injectors:
- Mounted on the diffuser case
Pamb Sensor:
- Mounted in inlet cowl at 8:00 position
FADEC/EEC Oil Temperature Thermocouple
Probe:
- Mounted on the front, left face of the
main gearbox
Pt4.95 Probe:-
- Mounted in the turbine exhaust case at
10:00 position
Tt4.95 Probes:
2 locations
Mounted inside Pt4.95 probe at 10:00
position
Mounted in the turbine exhaust case at
6:30 position
4-6
79
FADEC/EEC
PambSENSOR
(INLET COWL)
FUEL/OIL COOLER AND
BYPASS VALVE
($) ~ FUEL 'NJECTOR
SUPPLY MANIFOLD
a
D,.ii,> FADEC I EEC
ALTERNATOR
FADEC/EEC
OIL TEMPERATURE PROBE
Tt4.95
PROBE
PROBES
EXHAUST
GAS
PRESSURE
FUEL INJECTOR
(24 LOCATIONS)
CT 12021
4-89
FUEL SYSTEM COMPONENTS-LEFT SIDE
4-7
80
STUDENT NOTE PAGE
81
82
Analog:
ARINC 429:
A continuously variable
signal. An analog computer
solves problems by physical
analogy where the input
(such as speed, pressure or
temperature) is translated
into electrical signals of
variable voltage.
Aeronautical Radio
Incorporated 429 -
specification for
translating digital signals
from one computer to
another.
ARINC 429 Bus: A pair of shielded cables
consisting of bundled wires
upon which a transmitter can
send up to 377 signals to as
many as 16 receivers.
Binary:
Crosstalk:
Cross wiring:
A numbering system that is
made up of two digits
typically 0 and 1.
. Computer talk. Need
transmitter and receiver in
ARINC.
A single input signal sent
to both channels through
hard wire.
Digital: A signal based on
combinations of discrete or
discontinuous data. A
digital computer solves
problems arithmetically
where the input signal is
expressed in numerical
digits.
Discrete: An electrical signal having
two distinct states, e.g.,
ON and OFF
Hexadecimal: A numbering system that is
made up of 16 digits
LVDT: Linear Variable Differential
Transformer - electrical
device used to measure
linear movement.
Non-redundant Single source control
Output: capability.
Ramped in
Transfer:
Redundant
Output:
A scheduled rate of change
to lessen traditional
impact
Driver control capable
in both channels.
4-10
83
Description and Operation:
Two channels in one package
Shock/vibration isolated
Convective cooling
Input/output redundancy
Inter-channel communications
Size (inches): 13.5 Width x 18.6 Length
x 4.3 Height
Weight 27.5 pounds
Nine electrical connectors
Four pressure ports
Input power 3 phase AC from engine
mounted alternator or 28 VDC ground
test power
Two controls in one:
'A' or 'B' channel can be controlling
channel.
- If controlling channel fails, other
channel automatically assumes
command.
Channel in command can borrow
selected inputs from other channel if
those inputs are more valid.
Each channel must use its own drivers
and a loss of an output to a solenoid
or torque motor may cause a channel
change
If a failure occurs, a message is
sent to ECAM
4-12
84
FUEL SYSTEM
FULL DIGITAL ELECTRONIC (FADEC/EEC)
Referee: A validated reference used
to confirm input integrity.
Relay: Electrically activated
electrical switch.
Resistance: A material's ability to
resist the flow of
electrical current (measured
in ohms).
Resolver: An electro-mechanical device
that is used to measure
angular movement.
RVDT/RVT: Rotary Variable Differential
Transformer - electrical
device used to measure
.rotational movement.
Solenoid: Electrically activated
mechanical switch.
Torque Motor: An electro-mechanical device
used to regulate flow.
Transducer:
Wrap-around:
A device that transforms one
type of signal to another.
A general term used to
identify the portion of a
circuit that verifies the
function of the whole
circuit.
4-11
85
FUEL AND CONTROL S Y S T ~ ,
FADEC/EECINTERFACE WITH AIRCRAFT
FADEC/EEC will use best input from
wherever it can get it, as chosen by
the referee.
Inputs to FADEC/EEC:
Air data computers
Data words - Pressure altitude,.
total pressure, total air
temperature
Status word - Aircraft static probe
heat (aircraft probes)
Thrust control computer
Status word - Air conditioning 1
and 2, wing anti-ice I and 2,
nacelle anti-ice, weight on wheels,
slats retracted
Thrust lever angle
Analog signal of thrust lever
position
Discrete inputs
Pt2/Tt2 probe heat, fire, mode
select, external reset, maintenance
mode
Power supply - 28 VDC (2 per channel)
Ground test power
Solenoid power
Outputs from FADEC/EEC:
- Resolver excitation to
angle resolvers
Discrete to mode lamp
Digital
thrust lever
light
parametric words to indicators and
ECAM system:
EPR command
EPR actual
EPRTO (Max.
Pamb Tt3
Pt2 Tt5
power available}
SVA
TCC
Pb Tfuel AOC
Nl actual Pt5 Toil B25
N2 actual Tt2 TRA REV
Status words 270 to 274 label
words indicating system status,
real time
Maintenance words - 350 to 354
label words indicating maintenance
bits set by faults stored in
FADEC/EEC memory
Flight Leg Delta (maintenance only)
NI signal to flight deck, from 'B'
channel only
4-14
86
"B" CHANNEL
COMPONENTS
- ~ A " CHANNEL
. COMPONENTS
HOUSING
FOR TRAINING PURPOSES ONL Y
FULL AUTHORITY DIGITAL
ELECTRONIC CONTROL (FADECIEEC)
cr 12024
JI..89
4-13 j
j
j
j
j
j
j
j
j
j
'---' j
j
j
j
j
j
j
j
j
j
j
j
j
j
j
j
j
j
j
j
j
j
j
j
j
j
j
87
FADEC/EEC ENGINE SYSTEMS CONTROL
Each FADEC/EEC channel can use only its
own drivers. The healthiest channel is in
control.
Critical solenoids:
Receive 28 VDC power from FADEC/EEC
alternator
2.9 bleed valve solenoids
FMU overspeed solenoids
Non-critical solenoids
- Receive 28 VDC power from aircraft bus.
All excitation voltages are individual and
buffered.
Regardless of channel in control, the
non-redundant drivers will be controlled
by their respective assigned channels
- Right side HPC secondary flow control
('A' channel)
- Left side HPC secondary flow control
('B' channel)
- TVBCA ('A' channel)
If a channel failure occurs, the
non-redundant drivers will fail and the
respective systems being controlled will
fail-safe in the open valve position
88
ITEM WEIGHT DESCRIPTION
1
212
CANNOT COMMAND THE FUEL VALVE
2
211
CANNOT COMMAND THE STATOR VANE ACTUATOR
3 2
10
DATA ENTRY PLUG FAILED
4 2' CANNOT COMMAND THE 2.5 BLEED ACTUATOR
5 2
8
CANNOT COMMAND. THE START BLEED
6
27
CANNOT COMMAND TANDEM I SURGE BLEED.
7 2
6
CANNOT COMMAND THE AIR lOlL COOLER VALVE
8 2
5
CANNOT COMMAND THE OIL BYPASS SOLENOID
9
24
LOSS OF AIRCRAFT 28 VOLT POWER SUPPLY FOR MORE
THAN (10) SECONDS
10 2
3
CANNOT COMMAND THE TURBINE CASE COOLING VALVE
11
22
CANNOT COMMAND OIL COOLING REQUEST
12
21
CANNOT RUN IN EPR BUT OPPOSITE CHANNEL CAN
13 2
0
N2 SPEED LESS THAN 2000 RPM AND REMOTE CHANNEL
-... --.-'-"'----_,_.:....:._; . .. _:.::.::: _ _: __ __
SHOULD BE IN CONTROL
AUTOMATIC CHANNEL SELECTION
CT 12718
4-89
4-19
89
FUEL AND CONTROL S Y S T ~
(/ .
ENGINE CONTROL MODES
Purpose:
The FADEC/EEC has two modes for setting
the power of the engine
EPR mode
- The EPR mode is a rated mode.
The thrust level request is made through
the thrust lever (TRA).
TRA input results in an EPR command
calculation using rating curves biased
by Mn, Tt2, Pt2 and aircraft bleed
status.
The FADEC/EEC modulates fuel flow so
that EPR actual is equal to EPR
Command.
The rated power levels are maximum
power available (takeoff or maximum
continuous) and maximum climb.
At 82 TRA or higher, maximum power
available is calculated by the
FADEC/EEC.
If the altitude is less than 14,100
ft., the FADEC/EEC calculates a
rating for takeoff.
If the altitude is greater than
14,100 ft., the FADEC/EEC calculates
a rating for maximum continuous.
The maximum climb rating is calculated
at 72 TRA.
All other power levels, except idle,
are obtained by interpolation of the
thrust lever position.
EPR idle
Calculated as a function of Mn biased
by altitude, but not used to control
idle speed.
Calculated to allow a linear
interpolation between Idle and maximum
climb as a function of TRA.
Reverse
Nl is controlled in reverse
Maximum reverse is approximately 87
N1
4-24
90
1
1
I
1
I
I
I
I
, ~ END OF RESOLVER
r REVERSE RANGE
" , , ~ " ,', .
FWD
IDLE
1
I
1
,
I /
I /
1//
. ---7(---IDLE SPEED
/1
I
1
'---,--100
I
,
I
I
I
,
I%OF
RATED
I THRUST
I
I
END OF RESOLVER ~
FWD RANGE I
1
I
o 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85
THRUST LEVER ANGLE RESOLVER DEGREES
. IDLE VS TRA
(
CT 12714
4-89
4-23
91
EPR
COMMAND
-
I, ____ END OF RESOLVER
, ~ REVERSE RANGE
J
,
I
I
I
,
I
I
I
I
I
,
I
I
I
I
FWD
IDLE
,
,
I
IDLE FLAT I /
\ 1///
EPR IDLE - . . . : - ~ I
I
RATED MAX CLIMB
~
MAX POWER
AVAILABLE
\r--1-100
I
I
I
I
I%OF
[RATED
,THRUST
,
I
END OF RESOLVER /1
FWD RANGE ,
I
,
o 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85
THRUST LEVER ANGLE RESOLVER - DEGREES
EPR COMMAND VS TRA
./
CT 12715
6-89
4-25
92
FUEL AND CONTROL SYSTEM __ -,
ENGINE CONTROL MODES (CONTINUED)
Nl mode
- The Nl mode is not a rated mode.
- The Nl mode is an alternate mode.
If the FADEC/EEC cannot control in the
EPR mode, the FADEC/EEC will
automatically revert to the Nl mode.
In the Nl mode, the auto throttle is
inactive.
In the Nl mode, the FADEC/EEC schedules
fuel flow as a function of thrust lever
position (TRA).
The TRA input causes the FADEC/EEC to
calculate an Nl command which is
biased by Mn, altitude, and Tt2
(reverse only).
- Control in the Nl mode is similiar to a
hydromechanical control system -
Full forward thrust lever wfll r e ~ ; u l t
in an overboost of the engine.
The Nl mode is not a rated mode. TRA
vs. thrust will vary over the flight
envelope.
93
N1
COMMAND
,--- --'-----,
CORRECTED REDLINE
!_ END OF RESOLVER RANGE. (N1 OR N2
, MAX REVERSE _ - ...... /-------1
,_ --L( /' ....... r,;,y - I
....... I
I " // : N1
I "I I / - I
I " I 1/ // I
I , I l / / ,
I "I- It- I
I 1 --I I
: I: END OF RESOLVER RANGE""'---I
I I I I
Pec!AM.{'
aUIP'el OV?i i"-e
o 5 10 15 20 25 30 35 40 45 50 55 60' 65 70 75 80 85
THRUST LEVER ANGLE RESOLVER DEGREES
N1 VSTRA
CT 12716
4-89
4-27
94
FUEL AND CONTROL SYSTFJO'-
MODE SWITCHING
If the FADEC/EEC system is unable to
control engine in EPR mode:
Alternate mode (NI) is automatically
used
Reversion to alternate mode still allows
the FADEC/EEC system to provide the
required thrust
Due to lockup logic, during and after
the automatic reversion, thrust is
maintained and power setting parameters
are unchanged to avoid an immediate crew
action requirement
During the takeoff phase, the lockup
logic in the FADEC/EEC provides a thrust
equivalent to that achieved in the EPR
mode at the time of failure
- Thrust will follow throttle movement
while maintaining the delta Nl.
- Fault light illuminates and is
accompanied by ECAM warning display
message
Manual selection of the NI mode removes
the lockup logic.
- A ramped-in transfer from Nl (EPR mode)
to Nl (Nl mode) takes place at the rate
of 100 rpm/second.
- Allows control of the engine in Nl mode
without 'delta' Nl correction covering
the takeoff phase.
- For the remainder of the flight, rated
thrust is achieved by manually setting
Nl with the thrust control lever.
Mode recovery:
- The mode select switch can be used to
transition from the Nl mode back to the
EPR.mode, once the initial fault is
cleared.
The processor is not reset but allows
reselection ofa healthy EPR mode. This
procedure is called 'EPR RESET'
4-28
95
--
1Il0

H CRANK

La
ENG IIlDE

IGNITION
OFF CONT N
i 'aI.r ;r ijJ
[ L.. _______ J--L-___ FLIGHT WARNING COMPUTER ----ECAM
CT 12608
1088
FADEC MODE CONTROL
4-29
96
EEC PROGRAMMING PLUG
Purpose:
The programming plug provides the
FADEC/EEC with the following information.
Engine thrust rating
EPR modification data
- Engine performance package
Location:
Mounted on the FADEC/EEC 'A' channel
housing
The EEC programming plug data is input to
FADEC/EEC channel 'A'.
Channel 'B' EEC programming plug input is
cross-wired and cross-talked from channel
'A t
The EEC programming plug is matched to the
engine (EPR/Thrust relationship) during
test cell operation.
It must remain with the engine if the
FADEC/EEC is replaced.
The EEC programming plug is secured to the
engine fan case by a lanyard.
The EPR modification data is represented
by class number identification.
The EEC programming plug part number and
class number are stamped on the EEC
programming plug and. on the engine
identification plate.
4-30
97
EEC PROGRAMMING
0
m
UNITED

0
ill>

EEe
0
TYPE
0
ENGINE DATA PLATE
EEC PROGRAMMING PLUG
I' _ :."
CT12719
6-89
4-31
98
FADEC/EEC FAULT PROTECTION
SINGLE CHANNEL FAULTS
Fault
Loss of redundant input (NI, N2, Tt2
Tt3, TLA, actuator feedbacks and .discretes)
Loss of output driver for devices
with redundant coils
Action
Use other channel's input via
cross-talk data bus
Switch channel if opposite channel
is more capable
Common Input Faults to Both Channels
Tt2 sense failure
Data entry plug
Pamb sensor or sense line failure
Pt2 sensor or sense line failure
Pt4.95 sensor or sense line failure
Pb sensor or sense line failure
Nl sensor dual failure
N2 sensor dual failure
TLA input dual failure
Revert to alternate mode (use ADC input, if
healthy; otherwise, hold last value).
Revert to alternate mode on reset.
Use ADC (if healthy and agrees with
synthesized pamb). Use synthesized Pamb
if neither ADC agrees. Select failsafe
mode for affected functions if ADC's
and synthesis fail.
Revert to alternate mode.
Use ADC input if healthy and agrees
with synthesized Pt2. Use synthesized
Pt2 if ADC's fail. Select failsafe
mode for affected functions if ADC's
and synthesis fail
Revert to alternate mode and
synthesize Pt4.95 from Nl, Mn and Pt2.
Synthesize Pb from N2.
Synthesize Nl from N2 and Mn.
Synthesize N2 from Nl and Mn.
Revert to idle EPR or 1.00,
whichever is greater on ground only
In flight maintains last good value.
99
FULL DIGITAL ELECTRONIC (FADEC/EEC)
FADEC/EEC FAULT PROTECTION (CONTINUED)
CHANNEL FAULTS
Fault
Loss of channel capability (power,
CPU memory, etc.
Partial channel failure, other channel
inoperative
Action
Automatic switchover to other
channel
Failsafe affected functions
Device
Engine System Failsafe Conditions
Failsafe Condition
Fuel Metering Unit (FMU)
Variable stator vane actuator
Air/oil heat exchanger valve torque motor
ATRCC actuator
2.5 bleed valve. actuator
IDG air/oil heat exchanger solenoid
HPC secondary flow control valve solenoids
2.9 bleed 'valve solenoids
TVBCA valve solenoid
Fuel/oil cooler bypass valve solenoid
Minimum fuel flow stop
Full open
Full open
Closed
Valve full open
Valve full open
Valve open
Valves open for loss of pressure (right
valve closed, left valve open for loss of
power.
Open
Not bypassed
100
FADEC/EEC FAULT ACCOMMODATION LOGIC
Purpose:
To identify the control system's health in
a manner which ensures continued safe
operation of the engine.
Fault Definitions:
Torque motor or solenoid wraparound
- Indicates that the channel's torque
motor, solenoid, or wiring harness has
failed a resistance check.
Feedback Sensor
- Indicates that an individual.channel's
feedback, LVDT,RVDT, RVT, switch, or
wiring harness has failed a resistance
test.
Track check
- Indicates that the system's actuator or
valve is not in its commanded position.
Cross Check
Indicates that channel 'A' and channel
'B' inputs have failed a comparison
check.
Range/Rate check
Indicates that an input signal has
failed a check against the allowable
upper or lower limit of that input or
PW4l00-620 <06-26-89) FOR TRAINING PURPOSES ONLY
the allowable rate of change for that
input.
Control system status:
- Various labels and bits which annunciate
the health of the FADEC/EEC.
Oil temperature low or high
annunciation.
4-34
101
INPUTS TO A AND B c:==) A CHANNEL
BCHANNEL
FEEDBACK LOOP
MUSCLE SUPPLY
A
tNDB
- Ps3
-Pf
r :l
I
I
I
I
I
I
I
I
I
I

I
I
I
I
I
-LVDT
-RVDT/RVT
I
I
I
P.'fSWITCH 1; .w""
I
L.:_
-SOLENOID
-TORQUE-
MOTOR
,J
-ACTUATOR
-VALVE

LRU
__ STATUS
AND MAINTENANCE
MESSAGES
'":::0' ,".!"X . - TORQUE MOTOR
",' OR SOLENOID
WRAPAROUND
COMMAND LOOP
AANDB
"
- TRACK CHECK
- FEEDBACK SENSOR
- CROSS CHECK
- RANGE I RATE CHECK
- CONTROL SYSTEM
STATUS
---,

'- , .j
V-j I
?( ; 'l.a /"1
LVI)!
PI/i)!
1',)_,'
I -> . "
CT 12717
6-89
FADEC I EEC FAULT ACCOMMODATION LOGIC
102
PNEUMATIC CONNECTORS:
The connectors are identified on the
FADEC/EEC housing.
Each connector supplies specified signal
to both channels via transducers.
Pt4.95
The pneumatic input is via 2
combination Pt4.95/Tt4.95 probes
located forward of 'T' flange at the
10:00 and 4:00 positions .on the
turbine exhaust case.
A transducer located in the 'A'
channel housing receives-the Pt4.95
signal, converts it to an electronic
signal and sends it to the 'A'. and 'B'
channel circuits.
Pt2
The pneumatic input is via the Pt2/Tt2
probe located in the inlet cowl at the
12:30 position. .
A transducer located in the 'A'
channel housing receives the Pt2
signal and sends it to the 'A' and 'B'
channel circuits.
Pb
The pneumatic input is via tubing from
a static pressure port located on the
diffuser case at the 1:30 position
A transducer located in the 'B'
channel housing receives the Pb
signal and sends it to the 'A' and 'B'
channel circuits.
Pamb
The pneumatic input is via two (2)
screened static pressure ports located
in the inlet cowl outer surface, at
approximately the 5:00 and 7:00 '
pos.itions. The two (2) ports are
connected to a common manifold, which
is routed to the FADEC/EEC.
A transducer located in the 'B'
channel housing receives the Pamb
signal and sends it to 'A' and 'B'
channel circuits.
4-36
103
I
"PtS" (Pt4.9S) "Pamb"
FADEC/EEC PNEUMATIC CONNECTORS
CT 12026
4-89
4-37
104
ELECTRICAL CONNECTORS:
'A' channel:
J5 A/F
- TRA feedback
- TRA excitation
- L ADC input
- R ADC input
- ARINC output
- Fire discrete
- Maintenance discrete input
- Nl mode discrete input
- Pt2/Tt2 probe heat discrete
- TCC digital output
J6 FMU
- Nl sensor input
- HPC secondary flow control air valve
feedback (right)
- TVBCA position .feedback (right)
- SVA T/M power
- ATRCC T/M power
- wf T/M power
- Wf resolver excitation
- Wf resolver feedback
- External reset discrete
2.5 BVA T/M output
- Engine A/O HX valve T/M output
J7 ENG
- Tt2 sensor input
- Tt3 sensor input
-Tt4.95 sensor input
- Thrust reverser RVDT excitation
- Thrust reverser RVDT feedback
- Oil temperature input
- Fuel temperature input
- SVA LVDT excitation
- SVA LVDT feedback
- ATRCC LVDT excitation
ATRCC LVDT feedback
- 2.5 BVA RVT excitation
- 2.5 BVA RVT feedback
- Engine A/O HX valve RVT excitation
- Engine A/O HX valve RVT feedback
J8 PWR
- HPC secondary flow control air valve
solenoid (right)
TVBCA solenoid
28 VDC ground test
Overspeed solenoid
FADEC/EEC alternator power
IDG AOC override solenoid
Start bleed solenoid
Stability bleed solenoid
28 VDC solenoid power input
F/O cooler bypass valve solenoid
J9 EEC programming plug
Discretes
- Data entry plug
105
J9
J6 "Feu" (FMU)
J7 "gNG" .
J8 "PWR"
FADEC/EEC "A" CHANNEL CONNECTORS
CT 12027
4-89
4-39
106
ELECTRICAL CONNECTORS - CONTINUED:
I B I Channel:
Jl A/F
- Same as J5 except:
Nl indication output
J2 FCU (FMU)
Same as J6 except:
No TVBCA feedback
HPC secondary flow control air valve
feedback (left)
J3 ENG
Same as J7
J4 PWR
Same as J8 except:
HPC secondary flow control air valve
solenoid (left)
107
J2 "Feu" (FMU)
CT 12028
4-89
FADEC/EEC nsn CHANNEL CONNECTORS
4-41
108
ELECTRICAL HARNESSES
Purpose:
The control wiring harnesses are used to
connect engine components for electrical
signal and power transmission.
There are 6 harnesses.
The engine control harnesses are of open
bundle construction.
Single-shielded conductors are employed
for electromagnetic and lightning
protection.
FADEC/EEC channels 'A' and 'B' are
isolated from each other by separate
harnesses and input/output on components
where possible for increased safety
margin.
109
~ ; : : - - - W 5
W6
ELECtRICAL HARNESSES
ENGINE RIGHT
CT 12607
1088
4-45
110
FADEC/EEC FUEL TEMPERATURE THERMOCOUPLE PROBE
Purpose:
The FADEC/EEC fuel temperature
thermocouple probe supplies the FADEC/EEC
'A' and 'B' channels with heated fuel
temperature sense (filter outlet).
Location:
Mounted on the top right side of the fuel
pump housing
Description and operation:
Dual element alumel-chromel thermocouple
- Provides input for fuel heating and
engine oil cooling.
PW4l00-620 FOR TRAINING PURPOSES ONLY
FADEC/EEC OIL TEMPERATURE THERMOCOUPLE PROBE
Purpose:
The FADEC/EEC oil temperature thermocouple
probe supplies the FADEC/EEC 'A' and 'B'
channels with scavenge oil temperature
sense.
Location:
Mounted on the front, left face of main
gearbox, below gearbox oil pressure 'IN'
port
- Provides input for engine oil cooling
system control, oil temperature warning
indication, and IDG oil cooling
override.
4-46
111
FADEC/EEC
FUEL TEMPERATURE
THERMOCOUPLE PROBE PORT
THERMOCOUPLE PROSE
FADEC/ EEC
OIL TEMpERATURE
THERMOCOUPLE
PROBE PORT
FADEC / EEC FUEL AND OIL TEMPERATURE
THERMOCOUPLE PROBES
/
CT 12032
6-89
4-47
112
FADEC/EEC THERMOCOUPLE PROBE (Tt3)
Purpose:
The FADEC/EEC thermocouple probe Supplies
the FADEC/EEC 'A' and 'B' channels with
station 3 (compressor discharge)
temperature sense.
Location:
Mounted on the diffuser case at 3: 0'0
position
FADEC/EEC utilizes Tt3 input for
heat-soaked engine start logic
EGT (Tt4.95) THERMOCOUPLE JUNCTION BOX
Purpose:
The EGT thermocouple junction box supplies
the FADEC/EEC 'A' and 'B' channels with an
averaged exhaust gas temperature sense.
Location:
Mounted on the turbine exhaust case at
5:30 position
The temperature sense is used only for
input to the indication system. There is
no EGT limiting function in the FADEC/EEC.
Averaging junction box
Two average Tt4.95 senses are generated:
- One for channel 'A'
- One for channel 'B'
4-48
113
DUAL OUTPUTS
FADEC/EEC
..-FJmEC I EEC THERMOCOUPLE
PROBE (Tt3)
EGT (Tt4.95)
THERMOCOUPLE
JUNCTION BOX .
FADEC / EEC THERMOCOUPLE PROBE (Tt3)
AND EGT JUNCTION BOX
CT 12050
4-89
4-49
114
EXHAUST GiS PRESSURE PROBE (Pt4.95)
Purpose: :
I
The Pt4.95 probes supply the FADEC/EEC 'A'
and 'B: channels with station 4.95 exhauxt
gas pressure sense.
Location: .
Mounte4 in turbine exhaust case at 10:00
and 4:QO positions
I
Descripti<!>n and Operation:
The are manifolded together to
measure average pressure in the exhaust
gas path.
Line unit
EXHAUST GAS TEMPERATURE THERMOCOUPLE (Tt4.95)
PROBE
Purpose:
The Tt4.95 probes supply the FADEC/EEC 'A'
and 'B' channels with station 4.95 exhaust
gas temperature sense.
Location:
Mounted in turbine exhaust case at 1:00,
4:00, 6:30 and 10:00 positions
Probes provide temperature signals to
thermocouple junction box where the
signals are averaged.
..
4-50
115
EXHAUST GAS PRESSURE Pt4.95 EXHAUST GAS TEMPERATURE Tt4.95
EXHAUST GAS PROBES
CT 12611
10-88
4-51
116
FADEC/EEC ALTERNATOR
Purpose:
The FADEC/EEC alternator supplies the
FADEC/EEC 'A' and 'B' channels with power
and N2 signal. It also supplies N2 signal
to the aircraft systems.
Location:
Mounted on the rear, upper middle of the
main gearbox
Permanent magnet alternator:
Rotor
- Stator
Stator cooled by fan air
- Cooling air is discharged via both
cables
Heatshield installed above FADEC/EEC
alternator (mounts to main gearbox)
Dual output connectors:
Connector
FADEC/EEC 'A' channel power
FADEC/EEC 'A' channel N2 signal via a
power winding
Aircraft N2 signal via a dedicated
winding
Connector
FADEC/EEC 'B' channel power
FADEC/EEC 'B' channel N2 signal via a
power winding
At 5 percent N2 the FADEC/EEC alternator
output is sufficient to allow the
FADEC/EEC to enable its control
functions.
Line replaceable units:
Stator
- Rotor
4-52
117
ELECTRICAL OUTPUTS
AND COOLING AIR OUT
..
RETAINING NUT
PIN (2 LOCATIONS)
COOLING AIR
DRIVE SHAFT

\ ""TEETH
LOCK ROTOR
CT 12612
4-89
FADEC / EEC ALTERNATOR
453
118
Nl SPEED TRANSDUCER
Purpose:
The Nl speed transducer supplies the 'A'
and 'B' channels with the Nl signal.
Location:
Mounted to the rear of the intermediate
case at 4:30 position
Dual coil, magnetic transducer
The magnetic transducers sense the
frequency at which teeth (60) on the
. LPC/LPT coupling pass by them.
Projects into No.1, 1.5, and 2 bearing
compartment
Transducer tip is spring-loaded into a
locating socket
119
PACKING
(3 LOCATIONS)
FADEC/EEC.
ELECTRicAL
CONNECTOR
NO.1.5
. ROLLER
BEARING
COIL
TRANSDUCER TIP'
HOLE
(4 LOCATIONS)
LPC/LPT COUPLING
DUAL COIL
TRANSDUCER np
CT 12613
4-89
FADEC I EEC SPEED TRANSDUCER (N1)
FOR TRAINING PURPOS.ES ONLY 4-55
120
FADEC/EEC INLET PRESSURE/TEMPERATURE
(Pt2/Tt2) PROBE
Purpose:
The Pt2.Tt2 probe supplies the FADEC/EEC
with the engine inlet temperature and
pressure.
Location:
Mounted in the inlet cowl at 1:00 position
Temperature sensor:
Dual element resistance sensor
Electrica'l output to 'B' channel via the
left connector and 'A' channel via the
right connector
Pressure sensor:
Total pressure probe
Pneumatic output to 'A' channel
transducer which generates an electronic
signal to the 'A' and 'B' channel
circuits
Electrically heated:
Aircraft power via the right connector
115 VAC
475 watts maximum
In flight the probe heat is continuous
and is automatically controlled.
- On the ground, during engine start with
the flight deck switch set 'ON'
Line replaceable' unit
4-56
121
Tt2 TO FADEC I EEC Pt2 TO FADEC I EEC
(CHANNEL "e"
Tt2 TO FADEC I EEC
CHANNEL "A" PLUS
ANTIICING POWER
TOPROeE
Tt2 AIRFLOW /,-,...-,11
DISCHARGE
Pt2INLET PORT
~ _ . . - - _ .... ,---" Tt2 INLET PORT
Pt2/Tt2 PROBE
CT 12031
4-89
4-57
122
STUDENT NOTE PAGE
123
124
OVERALL SYSTEM DATA
Purpose:
The fuel and control system performs:
- Thrust management and fuel
scheduling/metering for all engine
operating conditions.
It also provides:
- Automatic fuel heating and oil co.oling
Selected components and systems control
~ Required interfaces with aircraft
systems
Subsystems:
Fuel distribution
(FADEC/EEC)
Components:
Fuel distribution subsystem:
- Fuel pump
- Fuel bypass valve
- Fuel/oil cooler and bypass valve
- Fuel metering unit
- Fuel flow transmitter (EBU component)
- Fuel distribution valve
- Fuel injector supply manifolds
- Fuel injectors
(FADEC/EEC)
4-60
125
FUEL AND SYSTEM
FUEL DISTRIBUTION
STUDENT NOTE PAGE
126
GENERAL
Purpose:
The fuel distribution system provides
ice-free fi1tered fuel at the pressure and
flow rates necessary to me.et all engine
operating requirements.
Fuel at aircraft boost pump pressure flows
to the engine fuel pump. It flows to the
fuel bypass valve and across the boost
stage, is directed out of the pump,
through the fuel/oil cooler, and is
returned to the pump. It flows across the
fuel pump filter and on to the main stage.
Main stage discharge flows to the fuel
metering unit and becomes servo supply
fuel, metered fuel or bypass return fuel.
The metered fuel flows from the fuel
metering unit, through the fuel flow
transmitter, to the fuel distribution
'valve where it is distributed to the fuel
manifolds. From the fuel manifolds the
fuel flows to the fuel injectors, where it
is atomized for combustion.
Servo supply fuel is utilized in the fuel
metering unit and in interface systems
components as an actuation pressure.
Any fuel that is not used as metered or
servo supply flow becomes bypass return
flow and is returned to pump interstage.
FMU bypass return flow joins boost stage
outlet flow at low power or is selected to
bypass the IDG section of the engine
fuel/oil cooler at high power.
4-64
127
FUEL TEMPERATURE
SENSING PORT--..
MOUNT
DRIVE SHAFT
FILTER COVER
DRAIN PLLIG-../
FUEL FILTER AP
SWITCH
INLET FROM
AIRCRAFT
RIGHT SIDE,
BOOST STAGE FUEL TO lOG AND
FUEL OIL COOLER CORES
FMU BYPASS FUEL TO,ENGINE
FUEL/OIL COOLER CORE ONLY
BYPASS FUEL FROM c:::=:=::!>
FMU
MAIN 'STAGE FUEL TO
FMU
FUEL BYPASS VALVE
FUEL FROM
FUEL/OIL
COOLER
DRIVE SHAFT
(WET SPLINE)
PACKING GROOVES
SEAL LEAKAGE DRAIN
INTERSTAGE
PRESSURE TAP (FP8)
MAIN STAGE PRESSURE TAP (FP3)
"- FUEL PUMP
CT 12014
4-89
4-67
128
FUEL BYPASS VALVE
Purpose:
The fuel bypass valve prevents excessive
engine fuel and oil temperatures during
high power operation.
Location:
Mounted to the left side of the fuel pump
Two position hydraulically actuated valve
Low engine power position
Less than 70 - 75 percent N2
FMU bypass fuel and impeller stage
discharge (Pout) is ported to the IDG
and engine oil heat exchanger.
At low power, FMU bypass fuel and
impeller stage discharge (Pout) will
not collapse the bellows assembly
being expanded by pump inlet pressure
(pin). This causes the flapper nozzle
to be blocked creating a relatively
high flapper modulated pressure (Pml)
to shuttle the valve to a non-bypass
position.
High engine power position
Greater than 70 - 75 percent N2
Impeller stage discharge continues to
be ported to the IDG and engine oil
heat exchangers while FMU bypass fuel
is ported to the engine oil heat
exchanger only.
At high power, FMU bypass and impeller
discharge (Pout) pressure collapse the
bellows assembly. This causes the
flapper nozzle to open. Pml pressure
drops and pf causes the valve to
shuttle to the bypass position. The
bellows assembly is maintained in the
collapsed position by Pout.
4-68
129
FUEL METERING
UNIT
TO lOG AND ENGINE
OIL HEAT EXCHANGER
LOW POWER MODE
TO ENGINE OIL HEAT
EXCHANGER)
BYPASS VALVE
MOUNT PAD
CT 12015
6-89
BYPASS
VALVE
TO ENGINE OIL
HEAT EXCHANGER
. HIGH POWER MODE
'-- FUEL BYPASS VALVE
POUT TO
lOG AND ENGINE OIL
HEAT EXCHANGER
4-69
130
FUEL/OIL COOLER AND BYPASS VALVE
Purpose:
The fuel/oil cooler and bypass valve
assemblies heat fuel pump filter inlet
fuel to automatically prevent fuel system
icing, cool engine and IDGS oil, and
prevent excessive fuel temperature.
Location:
Mounted on the HPC rear case at 8:00
position.
Fuel/oil cooler:
A single housing contains separa.te
engine oil flow and IDGS oil flow heat
exchanger cores that share a common
internal fuel flow passage.
IDGS oil flow - continuous
Fuel flow - continuous
Engine oil flow is controlled by the
fuel/oil cooler bypass valve and is
bypassed to prevent excessive fuel pump
filter outlet fuel temperature.
Fuel/oil cooler (continued):
A pressure relief valve in the IDGS
cooler core opens at 50 psid to allow
fuel pump boost stagelDutput to bypass
the IDGS core and flow only through the
engine core in the event of IDGS cooler
core blockage.
Three (3) overboard ports drain internal
fuel and/or oil leakage overboard. No
leakage is permitted.
Fuel/oil cooler bypass valve:
- The valve is FADEC/EEC controlled,
solenoid operated, servo (engine
pressure oil) actuated.
- With no power to the solenoid the engine
oil flows through the cooler core.
- When the FADEC/EEC energizes the
solenoid with 28 VDC aircraft power, it
causes the engine oil to bypass the
cooler core
- Fuel/oil cooler
Fuel/oil cooler bypass valve
- Solenoid
4-70
131
lOGS COOLER CORE
PRESSURE RELIEF
VALVE----.
Pfr FROM ENGINE
COMPO
FUEL/OIL
COOLER
.--- ENGINE PRESSURE
OIL OUT FITTING
FUEL TO
FUEL PUMP FILTER
*
FUEL FROM FUEL
PUMP BYPASS
VALVE
FHc( FUEL FROM FUEL
bY-f)';; PUMP BOOST
STAGE
r't>-' N'
jr//:1j'?"J .
J
..:----ByPASS VALVE
FAOECjEEC
DB" CHANNEL
CONNECTOR
FADECjEEC
nAn CHANNEL
\
lOGS OIL FROM lOGS AIR/OIL \
HEAT EXCHANGER,/;
/7' /) a}'i
" " " "J I.) 157 J
:a.'l/ ,/...,.
! ' -"" ", '
r
"------ -'
ENGINE OIL FROM (8, _ pO'S)
ENGINE AIR/OIL ,:!I S
HEAT EXCHANGER
6 P >
c-/FUEL/OIL COOLER AND BYPASS VALVE
,,'
4-71
132
FUEL METERING UNIT
purpose:
The fuel metering unit implements
FADEC/EEC fuel metering commands,
implements flight deck fuel 'ON'/'OFF'
swi tching commands, and provides servo.
supply fuel (Pf) to the fuel bypass valve,
and to selected compressor airflow
control, turbine case cooling airflow
control, and oil system components.
Location:
Mounted on the front of the fuel pump
Electronically controlled hydromechanical
unit
FADEC/EEC controlled dual coil torque
motor commands fuel metering valve
position
Metering valve position is sent to the
FADEC/EEC by a dual independent winding
resolver.
Fuel 'ON'/'OFF' (condition) shaft
positioned by the high pressure fuel
shutoff valve actuator via the high
pressure (HP) fuel shutoff valve control
levers
Integral fuel filter:
- 40 micron, wash type, servo filter
- Not line maintenance replaceable
During engine starting and shutdown a
minimum pressure of approximately 300 psig
is maintained for control of engine
systems actuators.
Overspeed solenoid valve:
- At 116.4 percent Nl or 109 percent N2
the FADEC/EEC commands ~ V D C (FADEC/EEC
alternator supplied) to the overspeed
solenoid valve, which when energized,
causes the fuel metering valve to move
to the minimum fuel flow stop.
Not line maintenance replaceable
TRA resolvers and HP fuel shutoff valve
actuator must be rigged
No adjustments to the FMU are necessary
or available.
4-72
133
FADEC I EEC "S" CHANNEL
CONNECTOR (J1) ---"'
f.{'-Iei BYPASS FUEL
by_!'cv" TO FUEL PUMP

MAIN STAGE
DISCHARGE FROM
FUEL PUMP
OUNT STUDS
(5 LOCATIONS)
FADEC/EEC"A"CHANNEL
__ CONNECTOR (J2)
METERED FUEL
TO FUEL FLOW
TRANSMITTER
FUEL METERING UNIT
CT 12019
.4-89
4-73
134
FUEL METERING UNIT (JFC-131-1) - CONTINUED
Inputs:
Fuel pump main stage discharge
- Passage contains servo filter
Electrical:
- FADEC/EEC 'A' channel
- FADEC/EEC 'B' channel
- Aircraft provided fuel 'ON'/'OFF' signal
Outputs:
Metered fuel
Pf (fine filtered supply pressure) servo
flow
To selected compressor airflow control',
turbine case cooling airflow control,
fuel and oil system components
Bypass return fuel to fuel pump interstage
Electrical:
- FADEC/EEC -, A' channel
- FADEC/EEC 'B' channel
135
FADEC/EEC"A" CHANNEL -,.\
CONNECTOR (J2) ----......
~ ~ ~ ~ ~ ~
Pf TO ENGINE
COMPON'ENTS
BYPASS FUEL
TO FUEL PUMP
'FADEC / EEC "B" CHANNEL
CONNECTOR (J1) ---.......
'r--FUEL "ON/OFF"
(CONDITION) SHAFT
MAIN STAGE FUEL
FROM FUEL PUMP
REAR VIEW
--FUEL METERING UNIT'
INPUTS AND OUTPUTS
METERED FUEL
TO FUEL FLOW
TRANSMITTER
CT 12096
4-89
4-75
136
FUEL METERING UNIT (JFC-131-2) - CONTINUED
Inputs:
Fuel pump main stage discharge
- Passage contains servo filter
Electrical
- EEC 'A' channel
- EEC 'B' channel
- Aircraft provided fuel 'ON' j'OFF' signal
Outputs:
Metered fuel
pf (fine filtered supply pressure) servo
flow
- To selected compressor airflow control,
turbine case cooling airflow control,
fuel and oil system components
Bypass return fuel to fuel pump interstage
Electrical
- EEC 'A' channel
- EEC 'B' channei
- Airframe connector
137
AIRFRAME (-----U=r1=::J
CONNECTORI
(J3)

LEFT SIDE
AIRFRAME fb
CONNECTOR
BYPASS FLOW
PORT
FUEL INLET
Pf PORT
REAR VIEW
RIGHT SIDE
METERED FUEL.
TO FUEL FLOW
TRANSMITTER
CT 12655
6-89
FUEL METERING UNIT INPUTS AND OUTPUTS
138
FUEL DISTRIBUTION VALVE
Purpose:
The fuel distribution valve distributes
metered fuel to the fuel injector supply
manifolds.
Location:
position
Integral fuel filter housing:
- 74 micron, metal screen filter
- Filter bypass valve opens at 20 plus or
minus 2 psid
Single fuel metering valve:
..:.. Spring loaded closed
- Fuel pressure opened at 20 plus or minus
~ psi
8 fuel outlet ports with transfer tubes
139
FUEL OUTLET PORTS
(8 LOCATONS)
VALVE BODY
(--f8 LOCATIONS)
"'(/'/61 ,/I f/?,c'l;a" aah/" )
':'/ '
;'6
Hda([;i:.
FUEL FLOW
TRANSMITTER
ADAPTER---'
DISTRIBUTION VALVE
METERED FUEL
FROM
FUEL FLOW
TRANSMITTER
CT 12020
10-88
4-79
140
FUEL INJECTOR SUPPLY MANIFOLDS
Purpose:
The fuel injector supply manifolds route
the fuel from the fuel distribution valve
to the fuel injectors.
Location:
Mounted on the diffuser case
Single pipe manifolds
8 manifolds:
- Each manifold supplies fuel to three
fuel injectors.
- Manifold diameters vary to ensure even
fuel distribution to the fuel injectors.
Manifold connectors at the fuel injectors
and at the fuel distribution valve contain
transfer tubes.
",--, ..
FUEL INJECTORS
Purpose:
The fuel injectors atomize fuel for
combustion.
Location:
Mounted on the diffuser case
24 air blast fuel injectors
Each fuel injector inlet fitting houses a
filter and a flow orifice.
4-80
141
I /'/ ,),r
FUEL INJECTOR SUPPLY
MANIFOLD
LOCATIOtIISI-.
DIFFUSER CASE
METERED
FUEL
PACKING----..
HOLE
(3 LOCATIONS)
..,--'HEATSHIELD
15TH STAGE
AIR
FUEL INJECTOR
AND SUPPORT
(24 LOCATIONS)
FUEL INJECTOR SUPPLY MANIFOLDS
AND FUEL INJECTOR
CT 12025
1088
4-81
142
FUEL AND CON'l'HUL :> 1<)"1""",
FADEC/EEC SPEED (NI) TRANSDUCER
REMOVAL/INSTALLATION
Support Equipment:
None
Precautions: (#)
None
Prerequisite Task:
Open appropriate circuit breakers and
nacelle doors
Remove screws securing inner liner to fan
exit case. at approximately 5:00 position
and remove liner
tiisconnect electrical connector
Bend tabs of key washers and evenly loosen
bolts securing spring loaded transducer
Remove. bolts and discard key washers
Remove speed transducer from case
Note: Do not attempt to rotate
transducer until it is disengaged from
the inner bracket.
Remove and discard three packings from
transducer
Remove classified spacer
Install new packings on speed transducer
Install classified spacer removed from
transducer
Carefully insert spring-loaded transducer
into intermediate case with electrical
connector rearward.
Install bolts and key washers
Torque bolts evenly
Connect electrical cable
Install inner liner and torque screws
4-82
143
PACKING
(3 LOCATIONS)
FADEC/EEC
ELECTRICAL
CONNECTOR
NO.1.S
ROLLER
BEARING
DUAL COIL
. TRANSDUCER TIP'
HOLE
(4 LOCATIONS)
LPC/LPT COUPLING
DUAL COIL
TRANSDUCER TIP
CT 12613
4-89
FADEC / EEC SPEED TRANSDUCER (N1)
144
FADEC/EEC ALTERNATOR STATOR
Support Equipment:
None
Precautions: (#)
None
Prerequisite Task:
nacelle doors
Install FADEC/EEC alternator rotor
Disconnect electrical connectors from
alternator stator cables at bracket on
lower left side of gearbox
Remove screws and nuts securing FADEC/EEC
alternator stator cables to bracket
Remove clamps, bolts and nuts securing
cables to brackets on rear face of gearbox
Remove bolts and washers securing
alternator stator, bracket and heatshield
to gearbox
Remove stator, heatshield and bracket from
gearbox
Discard packing
Install new packing on FADEC/EEC
alternator stator
Carefully install stator over rotor
Secure stator, heatshield and bracket to
gearbox with washers and bolts
Secure alternator stator cables to gearbox
brackets
Connect electrical connectors at bracket
on lower left side of gearbox
4-84
145
ELECTRICAL OUTPUTS
AND COOLING AIR OUT
RETAINING NUT
PACKING
PIN (2 LOCATIONS)
COOLING AIR
d. ~ D R I V E SHAFT
. u \ -- FLATS (2)
\ ""TEETH
LOCK ROTOR
CT12612
4-89
FADEC I EEC ALTERNATOR
146
FADEC/EEC ALTERNATOR ROTOR
Support Equipment:
Wrench
Precautions: (#)
Caution: Ensure that the rotor is fully
seated on the gearshaft
Caution: When using the P&W wrench the
actual torque wrench reading will be less
than that indicated. See the Standard
practices Section in the Maintenance
Manual
Prerequisite Task:
Remove the FADEC/EEC alternator stator
Using P&W wrench, loosen rotor retaining
nut
Remove retaining nut
Remove lock and rotor from gearshaft
Install FADEC/EEC alternator rotor on
gearshaft (#)
Install FADEC/EEC alternator rotor lock
overgearshaft aligning ID flats on lock
with flats on shaft
Seat against rotor, engaging pins on lock
with h9les in rotor
Install nut to gearshaft
Torque nut using P&W wrench (#)
Install FADEC/EEC alternator stator
4-86
147
ELECTRICAL OUTPUTS
AND COOLING AIR OUT
RETAINING NUT
PACKING
PIN (2 LOCATIONS)
COOLING AIR
.
\ --FLATS (2)
\ ""TEETH
LOCK ROTOR
CT 12612
4-89
FADEC / EEC ALTERNATOR
148
FUEL AND CONTROL S Y S T ~ M
FADEC/EEC REMOVAL/INSTALLATION
Support Equipment:
None
Precaut ions: <If)
Use of lubricants on FADEC/EEC sensing
tubes, adapters, or packings could result
in contamination of FADEC/EEC.
Prior to connecting ground cable to
FADEC/EEC, check to ensure that cable
mounting lugs are secure and that cable
strands are at least 75 percent unbroken.
Loose lugs or excessive breakage in cable
strands may result in inadequate lightning
strike protection. .
Check EEC programming plug and/or mating
component connector for bent pins and
contamination. Carefully straighten bent
pins and clean the connector, as required.
Remove EEC programming plug from FADEC/EEC
Disconnect electrical harnesses
Disconnect pneumatic tubes
Disconnect ground strap
Remove four mounting bolts and washers and
remove FADEC/EEC from engine
position FADEC/EEC on mounting brackets on
fan case and install bolts and washers(#)
Connect pneumatic tubes
Connect electrical harnesses(#)
Connect ground strap(#)
Install EEC programming plug in FADEC/EEC
4-88
149
LANYARD
GROUND
STRAP
ELECTRICAL
HARNESS
(6 LOCATIONS) --H-;,-J
MOUNTING B O L T ~ ~
(4 LOCATIONS)
DATA ENTRY
PLUG
VIEW A
FADEC/EEC
FLANGEA1
I PNEUMATIC TUBE
(4 LOCATIONS)
CT 12617
4-89
4-89
150
FUEL AND CONTROL SYS'!'j!;M
ENGINE LINE MAINTENANCE TASKS
FUEL METERING UNIT REMOVAL/INSTALLATION
Support Equipment:
None
Precautions: (#)
None
Drain residual fuel from port FP3
Remove servo pressure manifold from engine
Remove flow divider valve supply tube from
FMU and fuel flowmeter
Remove nuts and washers that secure FMU to
fuel pump
151
d

SERVO PRESSURE
MANIFOLD
FUEL METERING UNIT
WASHER
(5 LOCATIC)NS)
;
PACKING I ~
/ ~ FUEL PUMP
PACKING \ FP3 PORT
PLUG
FUEL METERING UNIT - RIGHT SIDE
CT 12618
4-89
4-91
152
FUEL METERING UNIT REMOVAL/INSTALLATION
(CONTINUED)
Key Steps ~ Installation:
Install new packings on FMU transfer tubes
Install FMU on fuel pump and secure with
nuts and washers
Install flow divider valve supply tube on
FMU and fuel flowmeter
Connect electrical harnesses{#)
Install compressor stator manifold on fuel
pump, FMU, and tube tee
153
PACKINGS
FUEL METERING UNIT
FUEL METERING UNIT - LEFT SIDE
-
CT 12619
10-88
4-93
154
Pt2/Tt2 PROBE REMOVAL/INSTALLATION
Support Equipment:
None
Precautions: (#)
Use of lubricants on FADEC/EEC sensing
tubes, adapters, or packings could result
in contamination of FADEC/EEC .
Remove access cover (upper right side of
inlet cowl outer barrel)
Disconnect pneumatic tube from probe
Remove bolts and washers securing probe to
inlet cowl inner barrel and remove probe
Position probe on mount flange in inlet
cowl inner barrel and secure with bolts
and washers(#).
Longer bolt is to secure bonding wire
Connect pneumatic tube to probe
Connect eletrical harnesses to probe
Install cover on inlet cowl outer barrel
and secure with bolts
4-94
155
BOLT (12 LOCATIONS)
I
Pt2ITt2 PROBE
INLET COWL
OUTER BARREL
ELECTRICAL
CONNECTOR
CT12620
10-88
4-95
156
IN START
CYCLE
IDLE
ACCEL
TO
TAK&OFF
CUMBI
CRUISE
RAPID
DECEL
TO
IDLE
FADECIEEC
NOT
POWERED
BYPMA
CONTROWNG
REVERSE ~ ~ ~ s g ~ ~ ~ J!frJU
THRUST
FMU
eWINDMILL
BYPASS
VALVE
FUNcnONING
eMINPRESS
SHUTOFF
VALVE
OPEN
eMETERED
FUEL FLOW
SCHEDULED
TO
ENGINE
VARIABLE
STATOR
VANES
2.9
BLEED
VALVES
2.5
BLEED
VALVE
ATRCCSfTCC
AIR VALVES
FUEUOIL
HEAT
FADEC/EEC CONTROLLE:D COMPONENT SCHEDULE SUMMARY CT 1 689
4-96
157
AIRCRAFTI ENGINE
CONTROL
LOGIC I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
r----------EEC COMMAND TO FUEUOIL
COOLER BYPASS VALVE .
I
AIRCRAFT
INDICATION

FUEL METERING
UNIT
TO FT-2
FUEL DISTRIBUTION SUBSYSTEM
FUEL OUT
__ ill (HEATED)
BYPASS
VALVE
LEGEND
I22ZJ SUPPLY FUEL
_ INTERSTAGE FUE.L
FMUSUPPLY FUEL
liB METERED FUEL
_ ENGINE PRESS OIL
_IDGSOIL
-- ELECTRICAL
o FT-2
l
eT 12105
1-89
158
,
FUEL PUMP
purpose:
The fuel pump provides pressurized
interstage fuel to the ftielloil cooler and
pressurized main stage fuel to the fuel
metering unit.
Location:
Mounted on the front right side of the
main gearbox
Two stage pump:
- Centrifugal type boost stage
- Positive displacement, gear type main
stage
- Main stage pressure test port (FP3)
Main gearbox driven
- Mounts via pump keyhole slots and main
gearbox studs and nuts
Provides interface fluid connections and
mounting areas for the fuel metering unit
and the fuel filter differential pressure
switch
PW4100-620 (06-26-B9) FOR TRAINING PURPOSES ONLY
Integral fuel filter housing:
- Provision for fuel temperature sensing
probe
40 micron disposable paper filter
Filter differential pressure switch
Mounts on the pump housing
Closes at 5.5 psid, pressure
increasing---
Opens at 3.5 psid, pressure decreasing
Filter bypaSS-valve opens at 9.0 psid,
pressure increasing ---
Provision for main stage pressure sensing
(FP3)
provision for interstage pressure sensing
(FPB)
Main gear stage pressure relief valve
opens at 1400 psid
Incorporates an overboard drain for fuel
pump/main gearbox drive seal leakage
- Overboard drain leakage (fuel and/or
oil) 60 cc/hr.
Fuel pump
Fuel pump filter
Fuel bypass valve
4-66
159
HEATER POWER
W2P20"" MINIMUX
'1.L (OPTIONALI
__ __ ______________________________
PROBE
L-__ ...J..u W1J;';3 I #24-WAY I
..... ..'--IT SOLENOID TI-l
W2
AIRF
O
[ J:,[pE r--
W
-
4J
--
2
-
S
-IT W1P10
P14 W2J9 W2P26
jW5.126
W2 W1
THRUST In-W1P30
REV f,., W2P30
RVDT ru
L---{-DlJJ1 JSO::}-...J
W2P1 'W1PS
r-U J2 FADEc/ J6
W2P2 EEC W1 P6
r---n J3 J7 /ll--
W2P3 W1P7
r---D J4 J81n--
W2P4 W1P6
(BI (AI
.IT SOLENOID
,..---,W1P2A ,U (TRC(B)!
TBVCAj
+--iI.fTl ATRCCS W3J2.4+- ':r--,
W4P16 L-__ ...J }!
W3P1S
2.S BLEED
W4P10
-IT
4I
W4P21
W4
TRC (AI
POSITION
SWITCH
TBVCA
POSITION
SWITCH
L-__ .....
AOC
FOC
TRC (B)
r-IT POSITION
WSP10 SWITCH
BYPASS
SOLENOID WSPS W5
Toil m ..JI].. PMA ...fTI
SENSOR rwaP18 W3P1 WsP6

r--;::==::::;--.---r.:!rT!l FMU O ..... J--.--------f
W4P19 W.w2 'WSP1
N1
SENSOR
m
fU #34-WAY
LrrIs.6LENOID h"I--.
.. LJ. (STARTI i'!:'. __ .
Tt2.5 tn.... W4P4 STAB BLEEDI WSP11
SENSOR 1-='__
W4P23
SVA
Tfuel h-..-
SENSOR r.:'. __ _
WSP8
'--_ ......
CONTROL SYSTEM ELECTRICAL HARNESS (AIRBUS)
-
W5.112
It6P12
r. Tt3
Ie SENSOR

W6
SENSOR
rl
EGT
L----'
..F EGT
SENSOR

J EGT
t--;t SENSOR
Y
EGT
SENSOR
'------'
CT12775
6-89
160
I)
(\
ELECTRICAL HARNESSES (CONTINUED)
Location:
Individual wires are bundled together to
form a harness and ate attached with
brackets and clips to the exterior of the
engine.
Checks:
As the FADEC/EEC controls engine
operation, the condition of the electrical
harnesses is critical to smooth,
efficient, and troublefree engine
operation.
Harnesses should be visually inspected
for:
- Abrasion
- Chafing
- WOfn or stripped c?uplings/connectors
- Bent or corroded plns
- Pushed-in sockets
- Cuts
- Any other damage
LOOp resistance checks:
Require use of an ohmeter
- Help to isolate intermittent faults
4-44
161
\.J
COMPRESSOR AIRFLOW
CONTROL SYSTEM
1. STATE THE PURPOSE OF THE COMPRESSOR AIRFLOW CONTROL SYSTEM.
2. IDENTIFY THE THREE SUBSYSTEMS OF COMPRESSOR AIRFLOW CONTROL.
3. IDENTIFY AND LOCATE THE COMPONENTS OF THE SUBSYSTEMS.
620 (WPPSTB257 06--22-89)
51
162
COMPRESSOR AIRFLOW CON'l'HUL
OVERALL SYSTEM DATA
GENERAL
Purpose:
The compressor airflow control system
increases compressor stability during
starting, transient and reverse thrust
operation.
Subsystems:
Intercompressor (2.5) bleed
Ninth stage (2.9) start/stability bleed
valves
Varfable stator vane control
Components:
2.5 bleed valve
2.5 bleed valve actuator
Ninth stage (2.9) start/stability bleed
valves
Start/stability bleed valve solenoid
Ps3 filter
Stability bleed pneumatic relay valve
Variable stator vane bellcrank
Variable stator vane actuator
The 2.5 bleed valve is commanded open to
vent 4th stage air into the fan airstream.
The 2.9 bleed valves operate with the 2.5
bleed valve during engine start and
transient operation to vent 9th stage air
into the fan airstream.
The variable vane system is commanded to
position the variable vanes.
5-2
163
'-J
START/STABILITY
STABILITY BLEED BLEED VALVE SOLENOI
PNEUMATIC RELAY
NINTH STAGE
STABiLITY
BLEED
VALVE (2.9)
(LEFT SIDE)
NINTH STAGE
START
BLEED
VALVE (2.9)
(RIGHT SIDE) .
BLEED VALVE
AND ACTUATOR
\
FUEL / OIL COOLER
\ AND BYPASS VALVE
SI1TtVI't'r"
Ct:(f-'l. -=
ADJUSTER LINK
(4 LOCATIONS)
VARIABLE STATOR
VANE BELLCRANK
VARIABLE STATOR
VANE ACTUA un--
FUEL PUMP AND
FUEL METERING UNIT
. COMPRESSOR AIRFLOW CONTROL SYSTEM
CT 12004
6-89
5-3
164
COMPRESSOR AIRFLOW CON'l'HUL ;:'1;:,,,, .. ,
ENGINE - RIGHT SIDE
Variable Stator Vane Unison Rings:
- Mounted around the HPC front case
COMPONENT LOCATION
Variable Stator Vane Adjuster Links:
- Mounted between the variable stator vane
bellcrank and the variable stator vane
unison rings
Variable Stator Vane Bellcrank:
- Mounted to the HPC front case at 3:30
position
variable Stator Vane Actuator:
- Mounted on the HPC front case at 4:30
position
start/Stability Bleed Valve Solenoid:
- Mounted on the intermediate case rear
face at 5:00 position
Ninth Stage (2.9) Start Bleed Valve:
position
Ps3 Filter:
- Mounted on HPC rear case at 12:30
position
PW4100-620 (OF26-89) FOR TRAINING PURPOSES ONLY 5-4
165
NINTH STAGE
START
'-..../
. psa Fll T'!9.
BLEED VALVE (2.9)
V ARIABLE STATOR
VANE ACTUATOR
START/STABILITY BLEED
VALVE SOLENOID
UNISON RINGS
(4 LOCATIONS)
ADJUSTER LINK
(4 LOCATIONS)
VARIABLE STATOR
VANE BELLCRANK
STABILITY BLEED
PNEUMATIC RELAY
VALVE
COMPONENT LOCATION-RIGHT SIDE
CT 12084
6-88
5-5
166
COMPRESSOR AIRFLOW CONTROL SYS'l't;M
COMPONENT LOCATION
ENGINE - LEFT SIDE
2.5 Bleed Valve:
- Mounted in the fan exit case at 7:00
position
2.5 Bleed Valve Actuator:
- Mounted in the fan exit case at 7:00
position
Ninth Stage (2.9) Stability Bleed Valve:
position
Ps3 Filter:
position
. ~
5-6
167
2.5 BLEED VALVE
'--r's3 FI L TER
2.5 BLEED VALVE
ACTUATOR
NINTH STAGE
STABILITY
BLEED VALVE (2.9)
COMPONENT LOCATION-LEFT SIDE
CT 12083
6-89
5-7
168
COMPRESSOR AIRFLOW CONTROL SYSTEM
2.5 BLEED SUBSYSTEM
GENERAL
Purpose:
The 2.5 bleed subsystem serves to increase
compressor stability during starting,
transient and reverse thrust operation.
The 2.5 bleed system is a modulating
system.
The 2.5 bleed valve, when open, vents 4th
stage air in.to the fan airstream.
The FADEC/EEC controls the system to a
schedule determined by TRA, NI, N2, Tt2,
Mn and altitude.
During engine start the valve is commanded
open. It will start moving closed at
approximately 70 percent N2 and will be
fully closed 64 percent
N2.
The valve is commanded partially closed
during reverse thrust operation, or to
full open if a surge is detected.
PW4100-620 (06-26-89) FOR TRAINING PURPOSES ONLY- 5-8
169
2.5 BLEED
VALVE
CT 12720
489
INTERCOMPRESSOR (2.5) BLEED SUBSYSTEM
5-9
170
2.5 BLEED SUBSYSTEM - COMPONENTS
2.5 BLEED VALVE
Purpose:
The 2.5 bleed valve controls 2.5 (4th
stage) airflow through bleed ports into
the fan airstream to prevent surges during
accel or decel. It functions as a dirt
separator when open by diverting .
dirt-laden air from the HPC to the fan
airstream.
Location:
Mounted in the fan exit case
360 degree, translating ring type valve
Positioned by 2.5 bleed actuator/linkage
via a cam and roller design
Translates forward to open
When fully open, provides borescope access
for the 4th stage compressor blades
through the 8:00 bleed port.
PW4100-620 <06-26-89) FOR TRAINING PURPOSES ONLY 5-10
171
OPEN
5 BLEED VALVE
t, ".
\. .... .....
..
.
.'-../
2.5 BLEED
VALVE
ACTUATOR
2.5 BLEED'
VALVE
DUCT
EALS
2.5 BLEED VALVE
CLOSED
CT 12093
4-89
5-11
172
COMPRESSOR AIRFLOW CONTROL
2.5 BLEED SUBSYSTEM - COMPONENTS
2.5 BLEED VALVE ACTUATOR
purpose:
The 2.5 bleed valve actuator positions
the 2.5 bleed valve.
Location:
Mounted on the .Lan case at 7: 00
position
Modulated, fuel pressure operated,
hydraulic actuator
FADEC/EEC controlled
- Dual coil torque motor controls fuel
actuation servo pressure
Actuation pressure:
- Servo fuel (Pf) supplied by the fuel
metering unit
- During eng ine start, the 2 . 5 bleed valve
actuator is supplied with fuel pressure
to ensure the 2.5 bleed valve is held
open
The actuator piston translates aft to open
the 2.5 bleed valve, forward to close it.
Dual, independent winding RVT's provide
the FADEC/EEC with actuator position
OVerboard drain leakage 30 cc/hr. maximum
- Rigging required
5-12
173
BLEED
VALVE
CLEVIS
ROD
(ENGINE
MOUNTED)
MOUNT HOLE
(4 lOCATIONS)
OVERBOARD
DRAIN PORT
PISTON ROD
Pfr
TO
FUEUOIL
COOLER . Pf FROM FMU
PISTON ROD TO CLEVIS ROD
BOLT (lEFT HAND THREAD)
ELECTRONIC CONNECTOR
(FADEC I EEC COMMANDS
AND FEEDBACK)
CT 12185
4-89
5-13
174
HPC NINTH STAGE (2.9) START/STABILITY BLEED SUBSYSTEM
GENERAL
Purpose:
The HPC ninth stage bleed subsystem
improves increased compressor stability
during starting and transient operation.
The 2.9 bleed valves operate in
conjunction with the 2.5 bleed valve:
- The HPC ninth stability (2.9) bleed
valve (left side) is controlled by the
FADEC/EEC as a function of corrected N2
(N2c2).
- The HPC ninth start (2.9) bleed valve
(right side) is controlled by the
FADEC/EEC as a function of corrected N2
(N2c2)
During engine start, the valves are
commanded open initially. Both ninth stage
(2.9) bleed valves close at 2 percent N2
below idle N2c2 -
The left 2.9 bleed valve opens for 180
seconds if the engine is decelerated below
81 percent N2 above 14,500 ft It closes
upon reacceleration. If the FADEC/EEC
detects an impending. surge, the va.lve
opens until impending surge condition is
past.
175
NINTH STAGE
STABILITY
BLEED VALVE (2.9)
LEFT SIDE
Ps3 .
2:00 O'CLOCK
DIFFUSER CASE
NINTH STAGE
START
BLEED VALVE (2.9)
RIGHT SIDE
~ ~
STABILITY BLEED
PNEUMATIC
RELAY VALVE
VENT
Ps3 TO
STABILITY
ELECTRClT'JIC CONNECTOR
. (FADEC / EEC COMMANDS TO
LEFT 2.9 BLEED VALVE
SOLENOID)
START/STABILITY
BLEED VALVE SOLENOID
LEFT 2.9
BLEED VALVE
SOLENOID
BLEED VALVE _-""<.18
SERVO
PRESSURE
Ps3 TO
START BLEED
VALVE
RIGHT 2.9
BLEED VALVE
SOLENOID---l
ELECTRONIC CONNECTOR
(FADEC / EEC COMMANDS TO
RIGHT 2.9 BLEED VALVE
SOLENOID)
HPC NINTH'STAGE START/STABILITY
(2.9) BLEED SYSTEM
<::T 12384
4-89
5-15
176
Descri"ption and Operation (Continued):
Whenever the start/stability bleed valve
solenoid left coil is energized by the
FADEC/EEC, Ps3 is sent to the 'servo' port
of the relay valve. Ps3 is continuously
supplied to the relay valve 'inlet' port.
The servo signal 'shifts the valve, porting
Ps3 out of the 'out1et'port to close the
stability bleed valve (left side).
177
9TH
STAGE AIR
STABILITY BLEED VALVE
OUTLET PORT
Ps3 FILTER
FADEC/EEC
COMMAND--c
LEFT
COIL
- ~ o - V E N T
TO RIGHT 2.9
START/STABILITY BLEED VALVE
BLEED SOLENOID
PORT
STABILITY BLEED VALVE/SYSTEM
STEADY STATE OR BLEED CLOSED
CT 12386
4-89
5-17
178
Description and Operation (Continued):
When the FADEC/EEC de-energizes the left
solenoid coil, Ps3 bleeds off to PNAC via
the solenoid valve vent, allowingPs3
inlet' pressure and spring tension to
shift the relay valve to its vent
position. Ps3 to the stability bleed valve
is cut off and the bleed valve piston
chamber vents rapidly to PNAC, opening the
valve rapidly. This improves engine
stability during stability bleed open
command.
179
s ~
L
i?
d.II.
de.,
9TH
STAGE AIR
STABILITY
BLEED VALVE
OUTLET PORT
VenJ
~ hP>
{Wi. M
Ps3 FILTER
VENT TO
PNAC
LEFT
COIL
START/STABILITY
BLEED SOLENOID
SERVO
PORT
STABILITY BLEED VALVE/SYSTEM
DECELlIMPENDING SURGE BLEED OPEN
R TRAINING PURPOSES ONLY
CT 12385
4-89
5-19
180
COMPRESSOR AIRFLOW CONTROL ~ Y ~ T J ! i M
HPC NINTH STAGE (2.9) START/STABILITY BLEED SUBSYSTEM - COMPONENTS
START/STABILITY BLEED VALVE SOLENOID
Purpose:
This solenoid controls the Ps3 pneumatic
pressure to the start/stability (2.9)
bleed valves.
Location:
Mounted on the intermediate case rear face
at 5:00 position
Electrically operated, pneumatic solenoid
valve assembly
Two solenoids mounted to a common valve
housing
Each solenoid has dual independent
coils, one for channel 'A', one for
channel 'B'
FADEC/EEC controlled:
- The aircraft system supplies 28VDC via
the FADEC/EEC to the start and stability
bleed valve solenoids.
Initial start
The right solenoid is energized and
Ps3 is blocked to both solenoid
valves. Both bleed valves remain open
(vented to nacelle area)
2 percent before idle and steady state
- The right solenoid is de-energized
Ps3 is supplied to the start 2.9
bleed valve (right side) closing it.
The left solenoid is energized,
supplying Ps3 to the pneumatic relay
valve, which closes the stability
2.9 bleed valve (left side)
Shutdown, decel, or surge detection
Both solenoids are de-energized
If the engine is shut down, both 2.9
bleed valves will be spring-loaded
open as Ps3 equals Pamb
If the engine is decelerated below 81
percent N2 above 14,500 ft altitude-,-
or if a surge is detected by the
FADEC/EEC, the stability 2.9 bleed
valve (left side) will open for 180
seconds due to pneumatic relay valve
shift to open position. The bleed
valve re-closes if the engine is
re-accelerated before the time limit
expires
5-20
181
LEFT SOLENOID
RELAY VALVE
VENTED OPEN
RIGHT SOLENOID
RIGHT
VALVE
CLOSE
PRESSURE
DE-ENERGIZED
SHUTDOWN, DECEL OR SURGE DETECTION
(WHEN SHUTDOWN, Ps3 = Pamb)
INTERMEDIATE CASE - REAR
ENERGIZED
(28 IInr'\--..
RELAY VALVE CLOSE
PRESSURE SIGNAL
DE-ENERGIZED
BRACKET
RIGHT VALVE
CLOSED PRESSURE
FADEC/EEC
2% N2 BEFORE IDLE AND STEADY STATE ELECTRICAL Z
FADEC I EEC FADEC I EEC CONNECTOH7,
ELECTRICAL ELECTRICAL
CONNECTOR CONNECTOR
RELAY VALVE
VENTED OPEN
ENERGIZED
VDC)

_,=_"",- RIGHT VALVE VENTED
OPEN
Ps3
INITIAL STAin
START/STABILITY BLEED VALVE SOLENOID

CT 12627
4-89
5-21
182
STABILITY BLEED PNEUMATIC RELAY VALVE
Purpose:
This pneumatic relay valve ensures that
the stability (2.9) bleed valve opens
rapidly.
Location:
at 5:00 position above the start/stability
bleed valve solenoid
pneumatically signalled and pneumatically
operated air selector valve
- Minimum servo pressure to shift the
relay valve to the 'bleed closed.'
position is approximately 35 psi above
'inlet' pressure.
Static and fail-safe position is 'inlet'
to 'outlet' flow path
183
VENT PORT
STABILITY BLEED PNEUMATIC RELAY VALVE
CT 12721
4-89
5-23
184
COMPRESS.OR AIRFLOW CONTROL S Y S T ~ M
NINTH STAGE (2.9) START/STABILITY BLEED
VALVES
Purpose:
The ninth stage start/stability bleed
valves control the station 2.9 (9th.stage)
airflow through bleed ports into the fan
airflow stream via an EBU bleed duct.
Location:
The ninth stage stability bleed valve
(2.9), (left side) is located on the HPC
rear case at 10:00 position, while the
ninth stage start bleed valve (2.9),
(right side) is located on the HPC rear
case at the 1:00 position.
Pneumatic/spring actuated valves:
Two position
Pneumatically closed by Ps3 muscle
pressure
Spring-loaded open when Ps3 muscle
pressure is lost
Ps3 pressure is supplied by the
start/stability bleed valve solenoid
- Typical pressure required to close is 10
psi
185

CASE MOUNTING
FLANGE --_.-/
9TH STAGE AIR
(VALVE OPEN)
STAGE AIR
'--- BLEED DUCT
ATTACHMENT FLANGE
Ps3
START/STABILITY BLEED VALVE (2.9)
CT12043
1088
5-25
186
GENERAL
Purpose:
VARIABLE STATOR VANE CONTROL SUBSYSTEM
The variable stator vane control subsystem
provides optimum compressor performance
while preventing compressor surge. It also
engine starting characteristics.
The HPC inlet guide vanes 'and the 5th, 6th
and 7th stage vanes are positioned as
required by the variable stator vane
bellcrank and actuator unit
The FADEC/EEC commands the actuator's dual
coil torque motor to position the vanes
The FADEC/EEC controls the system to a
schedule"determined by Nl, N2 and Tt2
During engine start the vanes are
commanded to a closed position until
approximately 15 percent N2, at which time
they start to open. The vanes continue to
open as airflow N2 rpm increase
The vanes start closing when an impending
surge is detected by the FADEC/EEC
187
UNISON RING
(4
BELLCRANK -'""
ELECTRICAL
CONNECTORS
(FADEC I EEC __
COMMANDS AND
. FEEDBACK) ACTUATOR--"
Pfr TO FUEL!
OIL COOLER
ADJUSTER LINK
(4 LOCATIONS)
OVERBOARD DRAIN
PORT
Pf FROM FMU
CT 12085
4-89
VARIABLE STATOR VANE CONTROL SUBSYSTEM
FOR TRAINING PURPOSES ONt Y
5-27
188
COMPRESSOR AIRFLOW CONTROL SY::;'l'ISM
VARIABLE STATOR VANE CONTROL SUBSYSTEM - COMPONENTS
VARIABLE STATOR VANE BELLCRANK AND UNISON
RING ADJUSTER LINKS
Purpose:
The variable stator vane bellcrank and
unison ring adjuster links actuate the HPC
inlet guide vanes and the 5th, 6th and 7th
stage variable stator vanes.
Location:
Mounted on the HPC front case at 3:30
position
Description and Operation:.
4 unision ring adjuster links:
- Mechanically transmit bellcrank rotation
to unison ring rotation
- Provide adjustment of unison ring(s) to
bellcrank rigging
Bellcrank:
- Transmits linear hydraulic motion of
variable stator vane actuator to unison
ring adjuster links
- Rigging plate mounts aft of the
bellcrank forward bearing support
- Rigging required
PW4l00-620 (06-26-89) FOR TRAINING PURPOSES. ONLY 5-28
189
BELLCRANK
RIGGING PLATE
SLOT A
LINK
(4 LOCATIONS)
HOLE
(BEHIND LEVER)
STATOR
CYLINDER SUPPORT
ACTUATOR BEARING
(2 LOCATIONS)
VARIABLE STATOR VANES eELLCRANK
AND UNISON RING ADJUSTER LINKS
CT 12074
10-88
5-29
190
COMPRESSOR AIRFLOW CONTROL S Y S T ~ M
VARIABLE STATOR VANE CONTROL SUBSYSTEM - COMPONENTS
VARIABLE STATOR VANE ACTUATOR
Purpose:
The variable stator vane actuator
positions the HPC inlet guide vanes and
the 5th, 6th and 7th stage variable vanes
via the bellcrank and unison ring links.
Location:
position
hydraulic actuator
FADEC/EEC controlled
- Dual coil torque motor controls fuel
Actuation fuel pressure:
Servo pressure (Pf) is supplied by the
fuel metering unit
- During engine start the variable stator
vane actuator is supplied with fuel
pressure to ensure the correct position
of the variable stator vanes
Dual, independent LVDT's provide the
FADEC/EEC with actuator position
Piston rod end threads and rod end bearing
allow adjustment of piston to bellcrank
position for rigging
- All rigging is performed at the full
open position (actuator fully extended)
OVerboard drain leakage 30 cc/hr. maximum
- Rigging required
5-30
191
ROD END
BEARING

NUT -
GROUNDING
STRAP LOCATION
. FADECI EEC.
"A" CHANNEL
CONNECTOR
FADEC/EEC
"S"CHANNEL
CONNECTOR
Pfr TO
FUEUOIL
COOLER
ROD END THREADS
PISTON ROD
. OVERBOARD DRAIN
Pf FROM FMU
STATOR VANE ACTUATOR
CT 12044
4-89
5-31
192
COMPRESSOR AIRFLOW CONTROL SYS'l't;M
2.5 BLEED VALVE. ACTUATOR ADJUSTMENT/TEST 01
Purpose:
To establish 2.5 bleed actuator position
hydraulically.
Rig position:
Bleed closed
Special Tools Required:
PWA 29451 - Hydraulic pump adapter
PWA 49030 Hydraulic pump cart
PWA 85842 Electrical control box, 2.5
bleed valve actuator rigging
Prerequisite Tasks:
Open, safety and tag circuit breakers.
Open fan and thrust reverser doors.
Remove inner liner panel to fan exit case
at 7:00 position.
Key Steps:
Remove hydraulic fittings.
Install hydraulic pump to actuator.
- Pf port
- Pfr port requires PWA 29451 adapter.
- Disconnect electrical harness from
actuator.
Disconnect electrical harness from
actuator.
Connect PWA 85842 electrical control box
to actuator and to 110 VAC power source.
CAUTION: To avoid shoulder bolt damage, be
aware that shoulder bolt is left hand
thread. Hold actuator piston shaft while
loosening shoulder bolt.
Holding piston shaft remove cotter pin and
shoulder bolt from actuator.
CAUTION: Ensure crimped locking cup and
retaining nut do n o ~ turn when piston
shaft hex is rotated.
Push actuator piston shaft forward until
contact with actuator internal stop is
felt or heard.
5-32
193
-
AnIADI.C MEASUREMENT
HARNESS
RETURN (Pfr) CONNECTOR
ADAPTER PRESSURE (Pf)
ADAPTER
. SHOULDER BOLT
(LEFT HAND THREAD)
\
COTTER PIN
CT12722
4-89
5-33
194
2.5 BLEED VALVE ACTUATOR ADJUSTMENT/TEST 01
(CONTINUED)
Rotate piston shaft hex clockwise, if
necessary to ensure ble.ed valve does not
contact the bleed valve seal.
Check this. position through bleed valve
duct using a ~ 0 0 1 inch feeler stock
Release hand pressure from piston shaft.
Functional Check of Actuator to Determine
Length of Piston Travel:
Apply 100 psi hydraulic pressure to
actuator and cycle several times, stopping
in the closed position.
Measure distance from piston shaft end to
actuator, record as Dimension 'A'.
Actuate piston shaft to open position.
Measure distance from piston shaft e.nd to
actuator, record as Dimension 'B'.
Subtract Dimension 'A' from Dimension 'B'.

Result should be
2.300 '.020 inches. Record as Dimension
C'
If Dimension 'C' not within limits
repeat steps.
If still not within limits install a new
or refurbished actuator
Establish Line On Line position:
With bleed valve in open position put an
alignment mark on piston shaft and
actuator body.
Apply 100 psi to actuator in closed
directIOri.
-With .001 inch feeler stock check bleed
valve contacts seal.
Reduce pressure to 0 psi.
Rotate piston shaft hex one full turn
counterclockwise.
Cycle actuator hydraulically open then
closed.
Repeat until bleed valve contacts seal.
5-34
195
BELL(;AAl'I/K
2.5 BLEED VALVE
ACTUATOR
CT 12720
4-89
INTERCOMPRESSOR (2.5) BLEED SUBSYSTEM
196
(CONTINUED)
Set Compression of Seal:
Reduce actuator pressure to 0 psi and
rotate piston one full turn
counterclockwIse.
Hydraulically cycle actuator to open then
closed.
Measure distance from piston shaft end to
actuator.
Repeat steps until measurement is .015
inch greater than Dimension 'A'. ----
Repeat steps except turn piston shaft hex
clockwise 1/4 turn at a time until
measurement is within .002 inch of
Dimension 'A'. ----
Repeat Function Check of Actuator to
Determine Length of Piston Travel:
with actuator hydraulically closed measure
Distance 'A'.
Actuate bleed to open position and measure
Distance 'B'.
Subtract Dimension 'A' from Dimension 'B'
to verify same piston travel as Dimension
'C' within .005 inch.
If limit is not met rerig
Hydraulically actuate piston to verify
movement of valve without interference.
Disconnect hydraulic cart and electrical
control box.
Reinstall shoulder bolt, torque then
install cotter pin.
Install actuator pressure and return lines
and torque.
Install inner liner panel.
5-36
197
-
VARIABLE MEASUREMENT
,..
HARNESS
RETURN (Pfr) .'. CONNECTOR
ADAPTER PRESSURE (Pf)
ADAPTER
. SHOULDER BOLT
(LEFT HAND THREAD)
\
COTTER PIN
CT12722
4-89
5-37
198
COMPRESSOR AIRFLOW CONTHUL ",1;:,.."' ...
Purpose:
To establish 2.5 bleed valveactuator
position manually.
Rig Position:

Special Tools Required:
None
Prerequisite Tasks:
Open safety and tag circuit breakers.
Remove inner liner panel to fan exit case.
at 7:00 position.
Remove Pf and Pfr hydraulic fittings.
CAUTION: Shoulder bolt is left hand
thread.
Remove cotter pin from shoulder bolt and
remove shoulder bolt.
Install a wrench or socket on the hex end
of.the piston shaft.
Rotate the piston shaft clockwise (as
viewed from the rear) until the rotation
stops.
.
Rotate the piston shaft counterclockwise
four (4) turns.
Holding the piston shaft hex install
shoulder bolt and torque.
Install cotter pin.
Install hydraulic fittings.
Clean actuator with clean rag.
Install inner liner panel.
Close fan and thrust reverser doors.
Close circuit breakers.
5-38
199
<FORWARD <
LINKAGE
.... -""",
CASE BRACKET
BLEED VALVE
CLEVIS ROD
,--.i!.
CLOSE
2.5 BLEED
VALVE ACTUATOR-........
CLOSE
(
PISTON ROD
.-_BLEED VALVE DUCT
--'-5 BLEED
VALVE SEAL
SHOULDER BOL
2.5 BLEED VALVE ACTUATOR RIGGING
CT 12440
5-88
5-39
200
COMPRESSOR AIRFLOW CONTROL S Y S T ~
VARIABLE STATOR VANE CONTROL SYTEM ADJUSTMENT
ITEST
Purpose:
Establish a set position of variable vanes
Rig Position:
Actuator fully extended, vanes open
Tools Required:
Rig pins
- PWA 85393 (3), IGV, 5th and 6th stages
- PWA 85394, 7th stage
PWA 85395, bellcrank
2 1/8 inch crowfoot wrench
Prerequisite Tasks:
Open, safety and tag circuit breakers.
Key Steps:
Disconnect actuator from bellcrank.
Remove hydraulic fittings.
Align slot in bellcrank arm with hole in
support.
Insert PWA 85395 rig pin.
Position each unison ring relative to
vanes open position.
Insert:
- PWA 85393 rig pins into IGV, 5th and 6th
stage rig pin holes and rig slots in
case.
- PWA 85394 rig pin into 7th stage rig pin
holes and into slots in case.
NOTE: If rig pins cannot be installed,
linkage must be disconnected,
disassembled, and reassembled with new
key washer, then adjusted so rig pin can
be installed.
If an adjustment was made:
- Torque bolts
- Install cotter pins
- Check for adequate thread engagement
5-40
201
ROD END
BEARING-.....

. .

NUT
RIG PI
HOLE
ROD EN
THREADS
PISTON ROD
ELECTRICAL
CONNECTORS
FADEC/EEC
COMMANDS
RIG PIN
HOLES
AND
ACTUATOR
PFR TO FUEL I
OIL COOLER
UNISON RING
(4 LOCATIONS)
ADJUSTER LINK
(4 LOCATIONS) ..
INSPECTION HOLE
(8 LOCATIONS)
OVERBOARD DRAIN
PORT
Pf FROM FMU
CT 12184
4-89.
VARIABLE STATOR VANE RIGGING
5-41
202
COMPRESSOR AHULUW \"Ul'UnvJ.O . , . ~ . ~ .
VARIABLE STATOR VANE CONTROL SYSTEM
ADJUSTMENT (CONTINUED)
Manually extend actuator rod until
internal stop is encountered
Try to install shoulder bolt at rod end
bearing to bellcrank.
If bolt cannot be inserted:
Remove seal.
Bend the tab washer.
Remove rod end bearing.
Install new tab washer.
Reinstall rod end bearing.
Adjust.
Install bolt.
- Torque rod end bearing to actuator rod.
- Bend tab washers.
Remove all rig pins.
Manually wrench vane system to closed
position then to open position.
Recheck rigging by.inserting (5) rig pins.
Reinstall hydraulic fittings, clamps and
torque.
Post-requisite Tasks:
Close doors.
Test engine.
203
ROD END
BEARING-......

NUT
.'-../.
RIG PIN
HOLE
ROD
THREADS
----PiSTON ROD
ELECTRICAL
CONNECTORS
FADEC/EEC
COMMANDS
RIG PIN
HOLES
AND
ACTUATOR
PFR TO FUEL I
OIL COOLER
UNISON RING
(4 LOCATIONS)
ADJUSTER LINK
(4 LOCATIONS) :
INSPECTION HOLE
(8 LOCATIONS)
OVERBOARD DRAIN
PORT
Pi FROM FMU
CT 12184
4-89
VARIABLE STATOR VANE RIGGING
5-43
204
ENGINE
MOTORED
IN START
CYCLE
IDLE
CUMBI
CRUISE
RAPID
DECEL
TO
IDLE
FADEClEEC FMU
VARIABLE 2.9
STATOR BLEED
VANES VALVES
OPEN eL&RVALVES
OPEN
OPEN TO
15%N2
CLOSED
L&R VALVES
CLOSED AT
2% LESS THAN
IDLEN2
CLOSED
2.5
BLEED
VALVE
OPEN
OPEN
FULL
OPEN
ATRCCSlTCC
AIR VALVES
. CT12728
FADEC/EEC CONTROLLED COMPONENT SCHEDULE SUMMARY 6-89
Fa" TRAINING PURPOSES ONLY
5-44
205
-
AUTOMATIC TURBINE ROTOR CLEARANCE
CONTROL SYSTEM
1. STATE THE PURPOSE OF THE ATRCCS.
2. IDENTIFY THE MAJOR COMPONENTS OF THE ATRCCS.
3. RIG THE ATRCCS.
11:>0 tWPPSTB257 06-22-891
6-1
206
\
AUTOMATIC TURBINE ROTOR CLEARANCE CONTROL SYSTEM
OVERALL SYSTEM DATA
GENERAL
Purpose:
The automatic turbine rotor clearance
control system controls and distributes
fan air to cool and shrink the HPT and LPT
cases. This provides improved fuel.
efficiency and increased LPT case life.
Components:
ATRCCS
air valve actuator

ATRCCS air valve control cable

HPT case cooling air shutoff valve

LPT case cooling air shutoff valve
HPT
case cooling air manifolds

LPT case cooling air manifolds
The LPT outer case is externally cooled by
fan air during high power operation to
provide increased case life and during
climb and cruise operation to reduce
turbine tip clearance.
The HPT outer case is externally cooled by
fan air to reduce turbine tip clearance
during climb and cruise operation.
TheFADEC/EEC commands the system
operation to a schedule determined by
altitude and N2.
Objective of Rigging:
To ensure the proper positioning of the
HPT and LPT fan air shutoff valves for
all engine operating conditions.
Rig Position:
Actuator and valves open.
6-2
207
--
r--COOLING
INLET
DUCT
I ), FAN
\JAIR
CABLE
ADJUSTER
~ ~ ~ ~ ~ ~ ~ ~ HPT CASE
COOLING AIR
SHUTOFF VALVE
LPTCASE
COOLING AIR
SHUTOFF
VALVE
LPTCASE
COOLING AIR
MANIFOLDS
PTCASE
COOLING AIR
MANIFOLDS
ELECTRICAL
CONNECTOR
(FADEC/EEC)
COMMANDS AND
FEEDBACK)
ATRCCS COMPONENTS
eno T O I \ I ~ I I ~ I r : : PIIQPn<::l=<:: nNI Y .
ATRCCSAIR
VALVE
I...ACTUATOR
CT 12049
6-89
6-3
208
COMPONENT LOCATION
ENGINE - RIGHT SIDE
ATRCCSAir Valve Actuator:
position
ATRCCS Air Valve Control Cable:
Connected between the TCC air valve
actuator and the HPTc:ase-cooling air
shutoff valve mechanical linkage
HPT and LPT Case Cooling Air Shutoff
Valves:
- Mounted on the LPT case at 2:00.position
HPT and LPT Case Cooling Air Manifolds:
- Mounted around their respective cases
209
LPT AND HPT
CASE COOLING
AIR SHUTOFF
VALVES

ATRCCS
CONTROL CABLE AIR VALVE
ACTUATOR
HPT CASE COOLING
LPT CASE AIR MANIFOLDS
COOLING AIR
MANIFOLDS
ATRCCS COMPONENTS
CT 12033
6-89
210
COMPONENTS
ATRCCS AIR VALVE ACTUATOR
Purpose:
The ATRCCS air valve actuator positions
the turbine. :c.asecooling air shutoff
valves via the.ATRCCS air valve control
cable.
Location:
Mounted on the HPC front case at 2: 00
position
hydraulic actuator
FADEC/EECcontrolled
Dual coil torque motor controls fuel
Actuation fuel pressure
- Servo pressure (Pf) supplied by the fuel
metering unit
Dual, independent winding LVDT's provide
the FADEC/EEC with actuator position
Mounted on a free floating bracket to
accommodate engine and cable growth
Overboard drain leakage 30 cc/hr maximum
6-6
211
FADEC/EEC
ELECTRICAL
CONNECTOR
RIGGING PIN
HOLE
. THREADED ACTUATOR
PISTON POSITIONING
HOLE
FROIMFMU
TO FUEUOIL COOLER
ATRCCS AIR VALVE ACTUATOR
CT 12723
6-89
212
ATRCCS AIR VALVE CONTROL CABLE
Purpose:
The ATRCCS air valve control cable
transmits the ATRCCS air vaYve actuator
travel to the turbine case cooling air
shutoff valves.
Location:
Connected between the ATRCCS air valve
actuator and the HPT case cooling air
shutoff valve mechanical linkage
Pre-lubricated flex cable in a rigid
sheath
Supported at four locations
Cable aft ,end adjustable for rigging
COMPONENTS
(06-21-89) FOR TRAINING PURPOSES ONLY
,-J
6-8
213
CABLE
ATTACH
POINT
SHUTOFF VALVE
LINKAGE
CABLE
ADJUSTER
ACTUATOR
CONNECTOR
'--__ --SHEATH _____ ----J
ATRCCS AIR VALVE CONTROL CABLE
AND ADJUSTERS
CT 12785
6-89
, , ; , . ~ .
214
COMPONENTS
HPT/LPT CASE COOLING AIR SHUTOFF VALVES
Purpose:
The HPT/LPT case cooling air shutoff
valves control the flow. of fan air to the
HPT and LPT case cooling air manifolds.
Location:
Mounted on the LPT case at 2:00 position
Mechanically actuated, fully modulated
valves
The valves are mounted in tandem and are
both positioned by common linkage
Due to the fixed geometry linkage
design, as the. actuator pulls the
actuation cable forward, the aft (LPT)
valve starts to open further from
initial partial open position
Additional cable travel causes the
forward (HPT) valve to start to open
Both valves are spring-loaded to closed
position in case cable fails
215
-------===-=
l CRUISE
COOLING INLET
DUCT
FAN AIR
_ ....... TAKEOFF
OPEN DIRECTION >
LPT AIR SHUTOFF
VALVE RIG HOLE
v
_..-... SHUTDOWN AND TO LPT
LOW POWER MANIFOLDS
LPT AND HPTCASE COOLING
AIR SHUTOFF VALVES AND DUCT
CT 12036
689
216
HPT/LPT CASE COOLING AIR MANIFOLDS
Purpose:
The1iPT/LPT case cooling air manifolds
spray fan air onto the HPT/LPT cases.
Location:
Mounted around their respective cases
Hollow manifolds
Holes provide optimum cooling air spray
pattern against the :cases
Manifolds are circumferentially split,
provid-ing ease of replacement
Manifold tube sections are individually
replaceable
COMPONENTS
217
ADJUSTER
RODEND
LPTVALVE
LEVER ARM
PWA86069
UNDERSIZE
RIGGING PIN
HPTVALVE
HOUSI\
. (
SHEAR PIN
v
v
v

NO GAP
ALLOWED
DURING RIGGING
NO GAP
ALLOWED
DURING RIGGING
/
PWA86069
UNDERSIZE
RIGGING PIN
ATRCCS VALVE RIGGING CHECK
CT 12788
6-89
el""\o TO 01 ICOf"\Ct::C V
218
Suppor.t Equipment:
Rig Pins
- PWA 85465 (3 Required)
Prerequisite Tasks:
System rigging check using undersized HPT
and LPT valve rigging pins.
Key Steps:
Disconnect the cable rod end from the HPT
valve idler arm.
Disconnect the adjuster.
Rig the.actuator per the procedures
included in the rigging checks.
RIGGING
Align the HPT valve le"er arm with the rig
hole in the HPT valve housing and insert
the rigging pin.
Adjust the cable rod. end to align with the
hole in the HPT valve idler arm and
install bolt.
PW4l00-620 (06-2l-89) FOR TRAINING PURPOSES ONLY
Align the LPT valve lever arm with the rig
hole in the LPT valve housing and insert
the rigging pin.
Adjust the linkage rod ends to align with
both the HPT and LPT valve levers and
secure.
Remove all pins and jackscrew prior to
starting engine.
6-18
219
PWA85465
RIGGING PIN
RIGGING PIN
HOLE
THREADED ACTUATOR
PISTON POSITIONING
HOLE
ATRCCS ACTUATOR RIGGING CHECK
CT 12789
6-89
220
Key Steps (Continued):
RIGGING CHECK
With the actuator rigged, insert a PWA
86069 undersized rigging pin through the
HPT valve lever arm and. into the rigging
hole in the HPT .valve housing. .
NOTE: If the undersized pin cannot be
inserted, the complete system must be
rigged. See steps under 'Rigging'.
Install another PWA 86069 undersized pin
through the LPT valve lever and into the
rigging hole in the LPT valve housing. If
the pin can be inser.ted, the system is
rigged satisfactorily. ..
If the pin cannot be inser.ted through the
LPT valve lever arm and into the housing,
remove the adjuster rod end from the LPT
valve lever arm.
Align the LPT lever arm with the hole in
the LPT valve housing and install the
undersized rig pin.
Rotate the adjuster rod end to align with
the LPT valve lever armand secure.
NOTE: During the rigging check, ensure
there is no gap between the HPT linkage
idler arm and HPT valve lever arm.
221
222
RIGGING CHECK
Support Equipment:
Rig Pins
PWA 85465 (Actuator)
- PWA 86069 undersize (2 Required)
(Valves)
Bolt - 8-32 x 1.5 inches long (locally
fabricate)
NOTE: If the system cannot be rigged per
this procedure, the complete rigging
procedure will be required;
Precautions:
Following rigging, ensure that rigging
pins and jackscrew are removed prior to
engine operation.
Prerequisite Tasks:
None
Key Steps:
Install a positioning bolt (jackscrew)
into the threaded hole at the rear of the
actuator.
Turn the bolt clockwise until the rigging
hole in the piston shaft aligns with the
rigging hole in the actuator housing.
Install a PWA 85465 rigging pin into the
actuator rigging hole.
Ensure that the rigging pin is fully
engaged.
6-14
223
_____ ........ '._ "". IP"'O,...",,..r-C" 1"'\1\11 V
CABLE ROD END
SHEAR PIN
ATTACH

.--
HPTVALVE.
HOUSI\
. (
!-.--7--"7T--IDLER ARM
. NO GAP
ALLOWED
DURING RIGGING
ATRCCS RIGGING
PWA85465
RIGGING PIN
CT 12790
. 6-89
224
ENGINE
MOTORED
IN START
CYCLE
IDLE
CUMBI
CRUISE
RAPID
DECEL
TO
IDLE
FADEClEEC
2.9
BLEED
VALVES
2.5
BLEED
VALVE
ATRCCSlTCC
AIR VALVES
CLOSED
MODULATING
CLOSED
FADEC/EEC CONTROLLED COMPONENT SCHEDULE SUMMARY CT 1 ~ ~ g
FOP TRAINING PURPOSES ONLY
225
TURBIN.EVANE AND BLADE.
- COOLING AIR SYSTEM
UPON COMPLETION OF THIS LESSON, EACH $TUDENTWILL BE ABLE TO:
1. - STATE THE PURPOSE OFTHE TVBCA SYSTEM.
2.. IDENTIFY THE MAJOR COMPONENTS OF THE TVBCA SYSTEM.
620 (WPPSTB251 06-22-8g)
. 7-1
226
TURBINE VANE AND BLADE COOLING AIR SYSTEM
OVERALL SYSTEM DATA
GENERAL
Purpose:
The turbine vane and blade cooling air
system optimizes engine performance during
cruise by controlling 12th stage cooling
airflow to the HPT and LPT areas.
Components:
Turbine vane cooling air ducts
Turbine vane and blade cooling air valves
Turbine vane and blade cooling air valve
position switch (right valve only)
HPC secondary flow control valve/turbine
vane and blade cooling air valve. solenoid
12th stage air is used for internal
cooling of the HPT 2nd stage turbine
vanes. It also cools the 2nd stage turbine
outer air seal, and the HPT to LPT outer
transition duct. In addition, it
supplements modified 15th stage air for
cooling the HPT disks and provides
internal cooling of the hollow 2nd stage
turbine blades
The 12th stage turbine vane cooling air is
bled from the HPC rear case through four
ducts to the HPT case. Two of the ducts
flow cooling air on a continuous basis.
The two remaining ducts' cooling air flow
is controlled by two valves mounted on the
HPC rear case. Thus, 50 percent of the
vane cooling air can be shut off during
cruise to provide increased engine
efficiency
The two valves also control the 12th stage
co.olingair that is used to supplement
15th stage (reduced or modified pressure,
continuous flow) cooling air. The 12th
stage air is supplied from the valves to
the diffuser case via two ducts. It flows
through diffuser case struts and joins the
modified 15th stage air flowing around No.
3 bearing compartment. This combined
cooling air flows to and cools the HPT
disks and the 2nd stage turbine blades.
Thus all of the 12th stage supplemental
air can be shut off during cruise to
provide increased engine efficiency
The FADEC/EEC commands the valves'
operation to a schedule determined by
altitude and N2. It receives a position
feedback signal from the right valve
7-2
.,', ,
'.:-:'

" .
,-'-ltt'

227
TVBCA
SOLENOID
(LEFT)
ELECTRICAL CONNECTOR
(FADEC/EEC COMMANDS)
TO 2ND STAGE
TURBINE' BLADES RIGHT
~ ~ ~ ~ TVBCA VALVE
(FADECIEEC FEEDBACK)
~ . A ~ 12TH t:::::::::-."
~ STAGE ~ /Din./- 6 ~ ~
v-.."" '1. AI R .
TO 2ND STAGE
TURBINE VANES
r!l-ro 2ND STAGE
TURBINE BLADES
TVBCA
POSITION
SWITCH
CT 12041
4-89
FOR TRAINING PURPOSES ONLY'
. ,
. ,
228
COMPONENT LOCATION
ENGINE - RIGHT SIDE
Turbine Vane and Blade Cooling Air Valve:
position
Turbine Vane and Blade Cooling Air Valve
Posi tion Switch (right valve only)':
- Mounted on the right valve
Turbine Vane Cooling Air Ducts:
Mounted betwee.n the HPC rear case and
the HPT case, or the TVBCA valve and the
HPT case
Turbine Blade Cooling Air Duct:
Mounted bet.ween. the TVBCA valve and the
diffuser case
PW4l00-620 FOR TRAINING PURPOSES ONLY 7-4
229
TURBINE BLADE
COOLING AIR DUCT
TURBINE VANE
COOLING AIR DUCTS I 1.1
.. TURBINE BLADE
COOLING AIR DUCT
TVBCA COOLING
AIR VALVE POSITION
SWITCH
. TURBINE VANE AND BLADE COOLING AIR
SYSTEM COMPONENTS-RIGHT SIDE
CT 12038
6-88
230
COMPONENT LOCATION
ENGINE - LEFT SIDE
Turbine Vane and Blade Cooling Air (TVBCA)
Valve:
position
HPC Secondary Flow Control Valve/Turbine
Vane and Blade Cooling Air Valve Solenoid:
- Mounted on the intermediate case rear,
left face at 10:00 position .
Turbine Vane Cooling Air Ducts:
Mounted between.the HPC rear case and
the HPT case, or the TVBCA valve and the
HPT case
Turbine Blade Cooling Air Duct:
Mounted between the TVBCA valve and the
diffuser case
231
HPC SECONDARY FLOW CONTROL VALVE!
TURBINE VANE AND BLADE.
COOLING AIR VALVE SOLENOID
Ps3
-"" FILTER
TURBINE BLADE
COOLING AIR
DUCT
TURBINE VANE
COOLING AIR
TURBINE VANE AND BLADE COOLING AIR
SYSTEM COMPONENTS-LEFT SIDE
CT 12039
4-89
, '.

--;':<56;
....

il
I

232
COMPONENTS
HPC SECONDARY FLOW CONTROL VALVE/TURBINE VANE
AND BLADE COOLING AIR VALVE SOLENOID'
purpose:
The HPCsecondary flow control
valve/turbine vane and blade cooling air
valve solenoid controls the turbine vane
and blade cooling air valves, and the left
HPC secondary flow control.
Location:
Mounted on the intermediate case rear,
left face at 10:00 position
Electrically operated pneumatic solenoid
valve
housing
Each solenoid has a single coil
- Left controls Ps3 muscle pressure to
both TVBCA valves
Right controls the left HPC heating
valve
FADEC/EEC commanded
The FADEC/EEC channel 'A' controls
aircraft supplied power (28 VDC) to the
left solenoid
The solenoid, when energized, permits
the Ps3 flow to the TVBCA valves;
closing them
The solenoid, when de-energized,
interrupts (deadheads) the Ps3 flow,
while simultaneously venting both
turbine vane and blade cooling air valve
pneumatic chambers to the nacelle area '
7-8

::..

,
..

, .fiiI
..
233
TVBCA
SOLENOID
(LEFT) .
,
/
0/ '" Ps3 FROM
DIFFUSER CASE
/ Ps3 TO TVBC VALVES
/
/
/
/
,
TURBINE VANE AND BLADE COOLING
AIR SOLENOID VALVE
CT 12621
4-89
..,
234
COMPONENTS
TURBINE VANE AND.BLADE COOLING AIR VALVES
Purpose:
The turbine vane and blade cooling air
valves control the flow of 12th stage
cooling air to the HPT 2nd stage turbine
vanes and blades.
Location:
Mounted on the HPC rear case at 9:30. and
3:0.0. positions
Pneumatic/spring operated valves
Two position (open/close)
Pneumatical1y closed by Ps3 muscle
pressure
Spring loaded open when Ps3 muscle
pressure is lost
Typical pressure required to close 10.
psi
PW410.0.-620. (0.6-21-89) FOR TRAINING PURPOSES ONLY
Both valves have visual position
(open/close) indicators
Pin extended equals valve full opened
Pin retracted equals valve full closed
- The right valve pin actuates a position
switch
The right valve provides the FADEC/EEC
channel 'A' with a position feedback
signal {valve closed} via the TVBCA
position switch, which also provides the
right valve visual position indication
7-10.
235
Ps3 ..
~ .
POSITION
INDICATION
PIN
. TO 2ND
STAGE TURBINE
BLADES
POSITION
. INDICATION
PIN
12TH
S T A G E ~ ... '
AIR . .
. . 0
TO 2ND STAGE .
TURBINE VANES
(FADEC/EEC FEEDBACK)
TURBINE VANE COOLING-AIR VALVES
~ -, ,-
POSITION
INDICATION
PIN
TVBCA
POSITION
SWITCH
CT 12040
4-89
236
IDLE
CUMBI
CRUISE
RAPID
DECEL
TO
IDLE
FADECIEEC
2.9
BLEED
VALVES
2.5
BLEED
VALVE
TURBINE
ATRCCSlTCC VANE AND
AIR VALVES BLADE
COOUNGAIR
VALVES
OPEN
FADEC/EEC CONTROLLED COMPONENT SCHEDULE SUMMARY
FOP TRAINING PURPOSES ONLY
CT 12731
6-89
1-1
237
HPC SECONDARY FLOW
CONTROL SYSTEM
UPON COMPLETION. OF EACH STUDENT WILL BE ABLE TO:
1 ... STATE THE PURPOSE OF THE SECONDARY FLOW CONTROL SYSTEM.
2. IDENTIFY THE MAJOR COMPONENTS OF THE FLOW CONTROL SYSTEM.
620 (WPPSTB257 06-22-89)
8-1
238

HPC SECONDARY FLOW CONTROL SYSTEM
OVERALL SYSTEM DATA
GENERAL
Purpose:
The HPC;: secondary flow control system
optimizes engine performance by
controlling 9th stage airflow to the HPC
rotor and turbine areas.
Components:
HPC secondary flow control valve tubes
HPC secondary flow control valves.
(2 locations)
HPC secondary flow control valve solenoids
(2 locations)
Ps3 filters (2 locations)
Compressor clearance control system
The system controls 9th stage airflow
into the HPC inner cavity by ducting 9th
stage air from the HPC external bleed
annulus to the inner cavity. This
provides cooling airflow to the HPC and
LPT areas and seal pressurization air
for No. 1 1/2 bearing and No. 2 bearing
front carbon seals via two (2) air
shutoff valves and hollow 9th stage
vanes at high power
During climb with increasing altitude
and decreasing N2, the FADEC/EEC
commands the system OFF by closing both
air shutoff valves
Ninth stage air is no longer bled to the
HPC inner cavity, raising engine
efficiency. The resulting decreased
LPT/HPT cooling airflow is not
detrimental due to some air still
leaking past the 9th stator vane
knife-edge seals into the inner cavity
plus less cooling airflow is required at
lower power. The reduced cooling airflow
increases HPCdrum rotor temperature,
resulting in drum growth that tightens
the HPC blade tip and knife edge air
seal clearances; HPC efficiency is
increased
If engine speed is increased while above
the altitude valve-closed point, the
FADEC/EEC will reopen the HPC secondary
flow control valves to restore
(increase) the turbine area cooling
airflow and reduce HPC internal drum
temperature
Control
Channel 'A' controls the right solenoid
and valve
Channel 'B' controls the left solenoid
and valve
The FADEC/EEC receives a position feedback
signal from both valves
Both air valves are fan air cooled
8-2
239
LEFT HPC SECONDARY
FLOW CONTROL VALVE
FA[)EC:7EE:C COMMANDS
NOTE:
RIGHT SYSTEM
OPERATION IS
IDENTICAL TO ..
LEFT SYSTEM
OPERATION
9TH STAGE AIR
TO HPC DRUM
. ELECTRICAL CONNIEC1OR
(FADEC (EEC) FEEDBACK) LEFT HPC SECONDARY
FLOW CONTROL VALVE.
Ps3
AIR
FILTER
CT 12252
6-89
83
240
ENGINE - RIGHT SIDE
HPC. SECONDARY FLOW CONTROL SYSTEM
COMPONENT LOCATION
HPC Secondary Flow Control Valve:
position
IDGS Oil Cooling/HPC Secondary Flow
Control Valve Solenoid:
- Mountedon the intermediate case . rear ,
right face ilt 1:00 position
Ps3 Filter:
position
PW4100-620 (Q6,...,26-89) FOR TRAINING PURPOSES ONLY 8-4
241
IDGS OllCOOLINGI
HPC SECONDARY FLOW CONTROL
VALVE SOlENOI D
HPC SECONDARY
FLOW CONTROL
VALVE ..
CT 12221
HPC SECONDARY FLOW CONTROL SYSTEM 6-89
COMPONENTS SIDE
8-5
242
HPC.SECONDARY FLOW CONTROL SYSTEM
COMPONENT LOCATION
ENGINE - LEFT SIDE
HPC Secondary Flow ,Control Valve:
position
HPC Secondary Flow Contol Valve/Turbine
Vane and Blade Cooling Air Valve Solenoid:
- Mounted on the intermediate case rear
left face at 10:00 position
Ps3 Fiiter:
Mounted on HPC rear case at 11:00
position,
PW4100-620 FOR TRAINING PURPOSES ONLY 8-6
243
VALVE/TURBINE VANE AND
BLADE COOLING AIR VALVE SOLENOID
HPC SECONDARY
i=LowcbNtROL VALVE
COMPONENTS - LEFT SIDE
CT 12222
6-89
8-7
244

,
COMPONENTS
HPC SECONDARY FLOW CONTROL VALVE SOLENOIDS
Purpose:
The HPC secondary flow control valve
solenoids control the HPC secondary flow
control valves.
Location:
at 1:00 and 10:00 positions
Electrically operated, single coil,
pneumatic solenoid valves
Each solenoid valve assembly has two
solenoids on a single housing
The right solenoid of the left valve
assembly controls Ps3 to the left HPC
secondary flow control valve
The right solenoid of the right valve
assembly controls Ps3 to the right HPC
secondary flow control valve
PW4100-620 <06-26-89) FOR TRAINING PURPOSES ONLY
FADEC/EEC commanded
The FADEC/EEC controls power (28 VDC) to
both solenoids separately
Channel 'A' controls the right solenoid,
Channel 'B' controls the left solenoid
. - -The solenoids, when energized, permit
Ps3 to flow through in-line filters to
the TBV/secondary flow control valves,
closing them
The solenoids, when de-energized,
interrupt (deadhead) Ps3 flow, while
simultaneously venting both
TBV/secondary flow control valves
pneumatic chambers to the nacelle area.
8-8
245
. \.. \ vJ --------.c. ------:-
//'-- -
LEFT HPC SECONDARY ._--..;,.---
FLOW CONTROLVALVE
SOLE
1
/ I ......
. l
1_ . I
\. - =-::RIGHT HPC SECONDARY
V v v FLOW CONTROL VALVE
SOLENOID
CT 12609
689
CI"\O TO AI 1\11 1\1r:: PI I DPI"\c:!:c: /"l1\1I V VAL VESOLENOIDS
246
..- .... "

.
COMPONENTS
HPC SECONDARY FLOW CONTROL VALVES
Purpose:
The HPC secondary flow control valves.
control the flow of 9th stage HPC air into
the HPC inner drum area.
Location:
Mounted on .the HPC front case at.3:30 and
9:30 positions
Description and Operation:-
Pneumatic/spring operated valves
Two position (OPEN/CLOSED)
- Pneumatically closed by Ps3-muscle
pressure (low power)
Nin'th stage air ceases flowing to HPC
inner drum
Spring loaded open when Ps3 muscle
pressure is lost (high power)
Ninth stage airflows to HPC inner
drum
PW4100-620 (06':"26-89) FOR TRAINING PURPOSES ONLY
Typical pressure required to close 10
psi
Both valves have visual position
(OPEN/CLOSE) indicators
-.Pin extended- valve fully opened
-Pin retracted - valve fully closed
Both valves have position switches for
FADEC/EEC feedback logic
The right HPC secondary flow control
valve position signal is sent to
. Channel' A'
The left HPCsecondary flow control
valve position signal is sent to
-Channel ' B'.
Both position switches are
continuously cooled by fan or 2.5
air flow
If the FADEC/EEC detects a valve not
opened when it should be, it will
hold the second valve open at all
times during engine operation
The feedback signals provide a
maintenance message in case of valve
malfunction
8-10
247
POSITION
SWITCH
9TH STAGE AIR TO
HPC DRUM AREA
(FADEC/EEC FEEDBACK)
FAN AIR
9TH STAGE AIR COOLING
SUPPLY r::::::>
Ps3 FRrlM
pOSITION SOLENOID
FAN AIR
COOLING
INDICATOR
ELECTRICAL CONNECTOR .
(FADEC/EEC FEEDBACK) .
HJGHPOWER,LOW -AL TITUDE MODE
CT12220
4-89
8-11
248
ENGINE
FADEClEEC FMU
ATRCCS/TCC
AIR VALVES
HPC
SECONDARY
FLOW
CONTROL
VALVES
OPEN
lOG
AIR/OIL
HEAT
FADEC/EEC CONTROLLED COMPONENT SCHEDULE SUMMARY CT 1 ~ ~ : ~
8-12
249
OIL SYSTEM
. .
1. IDENTIFY THE OIL SUBSYSTEMS AND TRACE THEIR FLOWPA THS.
2. IDENTIFY ALL OIL SYSTEM LINE REPLACEABLE UNITS (LRU's).
3 .. IDENTIFY CHIP DETECTOR LOCATIONS.
4. LOCATE SYSTEM PARAMETER LIMITS IN THE MAINTENANCE MANUAL.
5. . IDENTIFY ALL OIL SYSTEM TROUBI..ESHOOTING TAPS/PORTS.
6. RELATE TROUBLESHOOTING SYMPTOMS TO SYSTEM COMPONENT MALFUNCTIONS.
- ",. .
7. IDENTIFY SYSTEM INDICATION LIGHTS.
8. IDENTIFY MALFUNCTIONS THAT CAUSE INTERFACE SYSTEM(S) PROBLEMS.
620 (WPPSTB257 06-2:2-89)
250
OIL SYSTEM
OVERALL SYSTEM DATA
GENERAL
Purpose:
The oil system provides pressurized oil to
lubricate, cool and clean the engine main
bearings, gears arid accessory drives. It
also provides automatic fuel heating for
fuel system .icing protection and automatic
oil coolillg.
Subsystems:
Pressure
Scavenge.
Breather
Components:
Oil tank
Lubrication and scavenge oil pump
Main oil filter
Oil system pressure relief valve
PW4100-620 FOR TRAINING PURPOSES ONLY
Engine air/oil heat exchanger and valve
Fuel/oil cooler
Oil pressure trim orifice
Last chance oil strainers
Deoiler
Oil" flows from the tank to the inlet of
the lubrication and scavenge oil pump
pressure stage
The pressurized oil flows from the
lubrication and scavenge oil pump pressure
stage to the main oil filter
From the main oil filter it flows to the
oil system pressure relief valve and then
to the engine air/oil heat exchanger
After passing through the heat exchanger,
the oil flows to the fuel/oil cooler
bypass valve and then to the fuel/oil
cooler
9-2
251
FUEL/OIL COOLER
AND BYPASS VALVE
OIL PRESSURE
TRIM ORIFICE
TO MGB
OIL TANK
CAVITY
OIL SYSTEM
PRESSURE RELIEF
VALVE
ENGINE
AIRfOIL HEAT
'EXCHANGER
AND VALVE
LUBRICATION
AND SCAVENGE
OIL PUMP
OIL SYSTEM COMPONENTS
LAST CHANCE
OIL STRAINER
MAIN
BEARING
CT 12011
4-88

, .

,;:,

I

.,1
252
OIL SYSTEM
OVERALL SYSTEM DATA
STUDENT NOTE PAGE
253
OIL SYSTEM
OVERALL SYSTEM DATA
Description and Operation: (continued)
The oil ,flows from the fuel/oil cooler
past the oil pressure trim orifice,
through the last chance oil strainers and
finally 'to the bearing compartments and
gearboxes
The trim orifice bypasses some oil flow to
the tank for flow regulation
Scavenge oil is picked up by the oil
scavenge pumps and is returned to the oil
tank
Breathercflow is routed to the gearbox
deoiler, then ductedoverboard via the
nacelle cowling ,
System Data:
Oil specification
PWA 521'
- PWA SB238
(Indicated pressure) Pressure out of
fuel/oil cooler minus No.1, 1. 5, 2
bearing breather pressure.'
Limits '
Minimum 70, psid
Typical -
100 psid at idle
200 psid at cruise
350 psid at takeoff
Main accessory gearbox scavenge oil
temperature (Toil)
Limits
Continuous 163 C
Transient (20 min. max.)
Typical --
Cruise 120 - 125 C
Differential oil temperature (DOT3)
Number 3 bearing scavenge oil
temperature minus main gearbox scavenge
oil t-emperature
Limits
44C "
Typ1cal
16 - 18 C
Oil Consumption
Guideline .80 qts/hr
- Typical .05 qts/hr
Breather pressure (not indicated)
No.1, 1.5, 2 bearing
Limit 2.0 psig
Typica-l-
- .5 psig
N'o-:--T"bearing
Limit 80 psig
Typical(Takeoff) 60 psig
9-5
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254
OIL SYSTEM
COMPONENT LOCATION
ENGINE ~ LEFT SIDE
Oil Tank:
- Mounted to the rear, left side of the
main gearbox
Main Oil Filter:
- Mounted on the front, left side of the
main gearbox
Oil System Pressure Relief Valve:
- Located on the front left side of the
main gearbox
Engine Air/Oil Heat Exchanger and Valve:
- Mounted on the intermediat.e case -rear
bulkhead at 8:00 position
Mounted on the HPCrear case at 8:30
position
No.1, 1.5 and 2_Bearings Last Chance Oil
Strainer:
position
Angle Gearbox, Main Gearbox, Front
Hydraulic Pump Drive (Airbus) and No. 4
Bearing Last Chance Oil Strainer:
- Mounted on the fuel/oil cooler
Oil Pressure Trim Orifice:
position
No.3-Bearing Last Chance Oil Strainer:
-.Mounted on the diffuser case at 9:30
position
No. 4 Bearing Last Chance Oil Strainer:
Mounted on the turbine exhaust case at
11:30 position
Deoiler:
- Mounted on the front, left side of the
main gearbox
Lubrication and Scavenge Oil Pump:
- Mounted on the rear center right of the
main gearbox
9-6
255
AGB. MGB. FRONT HYDRAULIC PUMP.
DRIVE (AIRBUS) AND NO.4 BEARING
LAST CHANCE OIL STRAINER
NO.1 i 1.5.AND 2
BEARINGS LAST
CHANCE OIL STRAINER
FUEL/OIL COOLER
AND BYPASS VALVE
OIL SYSTEM PRESSURE
RELIEF VALVE
ENGINE AIR/OIL
HEAT EXCHANGER
VALVE
OIL PRESSURE
TRIM ORIFICE

DEOILER
MAIN
OIL FILTER
. NO.3 BEARING LAST
CHANCE OIL STRAINER
NO.4 BEARING
LAST CHANCE
OIL STRAINER
OIL PUMP
OIL SYSTEM COMPONENTS
CT 12013
4-89
:1

,
..
256
OIL SYSTEM
PRESSURE'SUBSYSTEM
GENERAL
Purpose:
The oil pressure subsystem pr.ovidesa
cool, clean supply of oil to,theengine
bearings, carbon seals and accessory
drives.
Oil nows from the oil tank to the oil
pump lubrication stage inl.et. . The tank
expansion space is pressurized 'I?Y an oil
check valve to ensure that oil 1S
delivered to the lubrication stage under
pressure.'.The pump forces oil through a
filter located at the lubrication stage
discharge. If the filter should become
clogged a bypass valve_,will open and
permit'unrestricted flow to the bearings.
at the filter inlet and exit allow .
monitoring of the filter pressure drop to
detect filter clogging
An oil system pressure relief valve ports
excessive oil pressure back to the oil
tank
The oil then passes through the engine
air/oil heat exchanger. It features a
pressure relief valve to bypass the cooler
core under cold start conditions, or in .
the event of cooler core clogging
The oil then flows through a fuel/oil
cooler bypass valve to the fuel/oil
cooler. The fuel/oil cooler bypass valve
incorporates a pressure relief valve to
bypass the cooler core under cold start
conditions, or in the event the cooler
core becomes clogged
A port is located at the fuel/oil cooler
oil 'out' fitting for oil pressure
indicatIon sensing
Total oil flow is adjusted by bypassing
oil to the oil tank through a
trim orifice
In the eventtbat the main oil filter
bypasses, clogging protection for the
bearing and seal oil supply nozzles is
provided by passing the pressurized oil
through externally mounted last chance
strainers located upstream of the main
bearings and gearboxes
Nozzles located within the main bearing
compartments and gearboxes are sized to
direct oil. at the required flow rates, to
the individual bearings, carbon seals and
accessory drive splines
9-8
257
BREATHER
VENT TO
OIL CHECK
DEAERATOR ASSY
OIL TANK
SIGHT
CAP
V A L V E --,j-. ,/\.-"'""::
\
\
OIL
RETURN
FROM
SCAVENGE
PUMPS
SUPPLY TO
PRESSURE
PUMP
DRAIN PLUG AND
MASTER CHIP DETECTOR
PROVISION
FILLER
NECK----1
~
CHAIN AND
ATTACHMENT RING
OILTANK
OIL TANK REQUIRES
SERVICING - MORE
THAN 1 QUART LOW
OIL QUANTITY ACCEPTABLE-
FULL TANK OR LESS THAN
1 QUART LOW
CT 12008
489
258
OIL SYSTEM
PRESSURE SUBSYSTEM - COMPONENTS
LUBRICATION AND SCAVENGE OIL PUMP
purpose:
The lubrication and scavenge oil pump
supplies oil under pressure to the. engine
bearings, carbon seals and accessory
drives. In addition, it returns scavenge
oil to the oil tank.
Location:.
Externally mounted on the rear, right side
of the main "gearbox
Positive displacement, six stage, gear
pump
- Lubrication (pressure) stage
- 5 scavenge stages
PW4100-620(Ob-21-89) FOR TRAINING PURPOSES ONLY 9-12
259
PRESSURE ,OIL
TO FILTER
. LUBRICA
... STAGE
SCA
PORT
SUPPLY OIL
FROM TANK
SCAVENGE OIL
TO TANK
_t"'Al...r,II'IIll GROOVE
(2 LOCATIONS)
PROVISION
", (4 LOCATIONS)
(5 LOCATIONS)
PRESSURE SUBSYSTEM
CT 12001
10-88
260
OIL SYSTEM
PRESSURE SUBSySTEM - COMPONENTS
MAIN OIL FILTER AND HOUSING
Purpose:
The purpose of the main oil filter and
housing is to:
trap solid contaminants
- provide filter clog sensing provlslon
- prevent excessive system pressure.
Filter cover
- Secured by four bolts
- Drain provision
Filter change interval determined by
operator experience
- Main oil filter housing
- Main oil filter
Location: - Main oil filter pressure relief valve
Mounted on the front, left side of the
main gearbox
Filter
- 15 micron, fiber, disposable
Filter housing
Before and after filter pressure ports
EBU kit item
Closes at 52 psid
Opens at 4S-psid
Filter bypass valve opens at 75 psid
Oil system pressure relief valve opens
at 540 psig .
- Oil system pressure relief valve
9-14
261
PRESSURE OIL TO
ENGINE AIR/OIL
HEAT EXCHANGER
BEFORE FILTER
PRESSURE TAP
AFTER FilTER
PRESSURET AP
FILTER
BYPASS
VALVE AND
TRANSFER TUBES.
AND PACKINGS

----HOUSiNG
(J\)
PRESSlJRE OIL
t$).. .... . FROM PUMP
FILTER
t
PACKING
o SPRING
MOlJNT BOLT
(4 LOCATIONS)
E:!OLT
(3 LOCATIONS
PRESSURE
RELIEF VALVE
AND PACKINGS
BOLT
(4
MAIN OIL FILTER AND HOUSING
COVER
CT 12007
10-88
262
OIL SYSTEM
STUDENT NOTE PAGE
263
OIL SYSTEM
MAIN OIL FILTER REMOVAL/INSTALLATION
Support Equipment:'
None
precautions: (#)
Warning: Filter cover is under. spring
pressure. Exercise care to prevent
personal injury during disassembly
Caution: Do not use cover retaining bolts
to draw cover into filter/strainer
housing. Damage to packing may result
prerequisite Tasks:
nacelle doors
Remove drain plug
Note: Be prepared to catch oil in a
container with a minimum capacity of 5
U.S. gallons
Drain oil from oil housing assembly
Remove four bolts and washers securing
cover assembly and remove cover (#)
Remove element from housing
. Key Steps - Installation:
Check oil filter cavity for old seals and
remove any that are found
With plugged end outward, install main oil
filter into filter housing (#)
Install new packing in groove in cover to
filter housing and seat cover completely
into housing aligning bolt holes (#)
Install and torque bolts
Install packing on drain plug, install
plug and torque
9-17
264
OIL SYSTEM
ENGINE AIR/OIL HEAT EXCHANGER VALVE'
Purpose:
The engine air/oil heat exchanger valve
controls fuel pump filter outlet fuel
tempe.rature and engine oil temperature.
This is accomplished by controlling the
cooling air flow through the engine
air/oil heat exchanger.
Location:
Mounted on the in-termediate. ca,se .rear
Pneumatic dual butterfly, modulating valve
FADEC/EEC controlled by a dual coil torque
motor
Actuatedby.cservo fuel (Pf) pressure
Valve starts modulating open when fuel
pump filter outlet fuel temperature
exceeds 121 DC
Spring loaded to open position (fail-safe)
'if FADEC/EEC signal or fuel pressure is
lost
Valve position indication
Visual indicator on bottom of valve body
Dual RVT's, located on the top edge of
the valve body, provide valve position
signal to the FADEC/EEC
Overboard drain leakage: 30 cc/hr maximum
9-18 '
265
HEAT SHIELD
C:>.',
FAN AIR
(HIGH POWER)
OR '
2.5 BLEED AIR
(LOWER POWERt
y
elo.-l _ ..... .
0
J '
VISUAL POSITION
INDICATOR ON BOTTOM
HEAT EXCHANGER
{} ..{}
PFR SO
FLANGE,
4TH STAGE
BLADE
STATION 2.5
BLEED AIR
2.5BLEED
Y
VALVE
FAN AIR -1---------
FADEC/EEC
ELECTRICAL
CONNECTOR
AiRfOIL HEAT
EXCHANGER
CT 12077
4-89
AIR/OILHEAT EXCHANGER - AIR SOURCE (TYPICAL)
. /
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266
OIL SYSTEM
ENGINE AIR/OIL HEAT EXCHANGER
Purpose:
The engine air/oil heat exchanger cools
engine oil.
Location:
Mounted on the intermediate case tear
Tube and fin heat exchanger
Single housing with fan air inlet and
internal tube passages for. engine oil flow
Oil flow - continuous
Fan air flow (high power) or 2.5 air flow
(low power) - controlled by the air/oil
heat exchanger valve ...
Internal bypass:valve opens to bypass
exchanger core at 60 psid
'" ' , ~
9-20
267
OIL FROM
FILTER
PRESSURE
OIL TO
FUEUOIL COOLER
. BYPASS VALVE
EXCHANGER
BYPASS
VALVE
COOLING AIR
TO NACELLE AREA
CT 12076
4-89
ENGINE AIR/OILHEATEXCHANGER
268
OIL SYSTEM
FUEL/OIL COOLER BYPASS VALVE
purpose:
The fuel/oil cooler bypass valve prevents
excessive fuel temperature by controlling
engine oil flow through the fuel/oil
cooler.
Location:
Mounted to the bottom of the fuel/oil
cooler
Descr ipt ion and Operat ion:
FADEC/EEC controlled, solenoid operated,
servo actuated, non-modulating valve
Temperature bypass valve
Held in non-bypass (fail-safe) position
by engine oil pressure
Valve moves to bypass position when fuel
pump filter outlet fuel temperature
exceeds 127C
The FADEC/EEC controls aircraft supplied
power (28 VDC) to the dual coil solenoid
28 VDC sent to solenoid - bypass
condition
28 VDC not sent to solenoid - non-bypass ..
condition.
An internal oil pressure bypass valve
opens at 50. psid, with cold oil, plugged
core or stIcking valve, causing engine oil
to bypass the cooler core
Overboard drain leakage: lQ cc/hr maximum
~ Fuel/oil cooler bypass valve solenoid
9-22
269
lOGS OIL FROM 11
lOGS AIR/OIL
HEAT EXCHANGER
%
ENGINE
OIL IN
OVERBOARD
DRAIN

FADEC/EEC
n . . ---- "S" CHANNEL
\7 CONNECTOR
SERVO . . FADEC/EEC
OIL RETURN "A" CHANNEL
TO TANK CONNECTOR
CT 12006
6-89
FUEL/OILCOOLER BYPASS VALVE
270
OIL SYSTEM
FUEL/OIL COOLER
Purpose:
The purpose of the fuel/oil cooler is to
cool engine and IDGS oil. It also heats
fuel pump filter inlet fuel automatically
to prevent fuel system icing.
Location:
position
Tube and baffle heat exchanger
Single housing with common internal fuel
passages
.._ Two separate, individually replaceable,
internal oil passage cores
~ Engine oil flow
.,- IDGS oil flow
Fuel flow - continuous (However, a
pressure relief valve in the fuel/oil
cooler permits the fuel pump boost stage
flow to bypass the IDGS core if IDGS core
icing occurs at start)
IDGS oil flow - continuous, no bypass
Engine oil flow - controlled by the
fuel/oil cooler bypass valve
Overboard drain leakage, zero leakage
allowed
- Engine fuel/oil cooler core
- lDGS fuel/oil cooler core (2 locations)
9-24
271
OIL TO NO.3 BEARING
AND TRIM ORIFICE
OIL TO NO.1, 1.5
AND 2 BEARINGS
IDGS COOLER
CORE PRESSURE
RELIEF VAL
___ -OIL TO AGB, MGB, FRONT HYDRAULIC
PUMP DRIVE (AIRBUS) AND NO.4 BEARING
LAST CHANCE OIL STRAINER
OIL PRESSURE TO OIL PRESSURE
TRANSMITTER AND LOW
OVERBOARD
DRAIN
PORT----...
lOGS OIL FROM FUEL/OIL
COOLER BYPASS VALVE
- - . . _----- - ...... ,
..

OVERBOARD DRAIN
ENGINE OIL
OIL PRESSURE SWITCH
FUEL TO
FUEL PUMP FILTER
OVERBOARD
DRAIN
FROM FUEL/OIL COOLER BYPASS VALVE
IDGS OIL TO IDG
FUEL/OIL COOLER
CT 12005
10-88
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.
. :
272
OIL. SYSTEM
ENGINE OIL COOLING AND FUEL HEATING
Purpose:
., The purpose 0 f eng i ne 0 il coo li ng and f ue 1
heating is to maintain engine oil and fuel
temperature wi thin limits. It also
controls fuel pump filter inlet fuel
temperature to prevent pump filter icing
and excessive fuel temperature effects
during normal orwindmillingoperation.
Hot oil flows to the engine air/oil heat
exchanger and valve assembly. If the
FADEC/EEC senses a fuel pump filter outlet
fuel teinpera.ture greater than 121C, it
commands the -engine air/oil heat exchanger
valve to start modulating open; This
action permits fan or 2.5 air to flow
across. the heat exchanger, cooling the
oil, which in turn transmits less heat to
the fuel
From the engine air/oil heat exchanger the
oil flows to the engine fuel/oil cooler
bypass valve. If the FADEC/EEC senses a
fuel pump filter fuel outlet temperature
greater than 127C, it commands the valve
to the bypass position, causing the engine
oil to bypass the engine fuel/oil cooler
core
PW4100-620 (06-21-89) FOR TRAINING PURPOSES ONLY 9-26' .
273
r-C;OOLER CORE
COOLED OIL TO
BEARINGS AND SEALS
OIL COOLlNG!FUEL
COOLER CORE
PASS PATH
HEATING PATH IDGS
COOLING
FUEL
PUMP
BOOST
STAGE
FUEL
(COLD)
FUEL
FUEL PUMP
FMU
BYPASS
FUEL
FROM
PRESSU
RELIEF
VALVE
FILTER
FADEC/EEC
COMMAND
,',BYPASS .
VALVE
VALVE (HOT)
. FAN AIR' ;;I ENGINE AIR! COOLING
OR, -DOlL HEAT AAIR TO
2.5 ,
BLEED AIR AND ,ALVE r . AREA
.------I-li!1'1J IL'J
(FADEC/EEC ' . 1[
COMMANDS AND HOT ENGINE OIL FROM
FEEDBACK) OIL FILTER HOUSING
CLOSED
'OR
MODULATING Tfuel <127 oC
OR
Toil <160 oC ,
IDGS OIL
TO lOG
FULL OPEN
(7 COMMANDS)
SERVO
RETURN
TO TANK
\_-, ENGINE AIR!
FAN OIL HEAT A
AIR EXCHANGER L-V
L-V AND Vt
LVE
r
I LLMJ I
(FAOEC/EEC
COMMANDS AND
FEEDBACK)
Tfuel> 127 oC
OR
Toil >160 oC
LEGEND
1 , FUEL
:=1 ENGINE OIL
........ ____ 'IDGS OIL
CT 12106
689
ENGINE OIL COOLING/FUEL' HEATING SCHEMATIC

;" ;-,

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274
OIL SYSTEM
LAST CHANCE OIL STRAINERS
Purpose:
The last chance oilcstrainers prevent
large particles from clogging oil nozzles
or entering bearing _
Location:
In the No.1, 1.5, and 2 bearings oil
pressure line, at 9:00 on the HPC front
case
In the No.3 bearing oil pressure line, -at
9:30 on the diffuser case
In the No.4 bearing oil pressure line, at
11:30 on the turbine exhaust case
In the angle gearbox, main gearbox, front
hydraulic pump drive gearbox (Airbus) and
No.4 .. bearing oil pressure outlet fitting
on the fuel/oil cooler
Metal strainers
275
OIL
TO NO.1, 1.5.
AND 2 BEARINGS
. OIL IN

FUEUOIL COOLER
OIL OUTLET FITTING
01LIN?7
OIL IN
c:::VOIL TO
NO.3 BEARING HOUSING ASSY OF
NO.4 BEARING
STRAINER ELEMENT

STRAINER ELEMENT
NO.4 BEARING
OIL TO AGB, MGB, FRONT HYDRAULIC
PUMP DRIVE (AIRBUS) AND NO.4 BEARING

. '-
PACKING
CT 12009
4-89
LAST CHANCE OIL STRAINERS
Co '"

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11
276
OIL SYSTEM
SCAVENGE SUBSYSTEM - OVERALL SYSTEM DATA
GENERAL
Purpose:
The oil scavenge subsystem removes oil
from the bearing compartments, main
gearbox fMGB), and angle gearbox" (AGB) ,
and returns it to the oil tank.
Description. and Operation:
oil from the No.1, 1.5 and 2 bearing
compartment.is picked up by its scavenge
pump stage and returned to the oil tank
Oil from the No. 3 bearing compartment is
picked up by the No. 3 scavenge pump stage
and returned to the oil tank .
No. 3 bearing, scavenge oil temperature is
sensed at the No. 3 bearing scaven9,e oil
return tube
Oil from the No. 4 bearing compartment is
picked up by the No. 4 scavenge pump stage
and returned to the oil tank
Oil from the AGB is picked up by the AGB
.scavenge pump stage and returned to the
oil tank
The deoiler separates oil from the
breather air and returns it to the MGB
Oil from the MGB and the deoiler is picked
up by theMGB scavenge pump stage and
returned to the oil tank
The oil tank deaerator separates air from
the returning scavenge oil and vents the
air to the MGB via the oil check valve
Oil temperature is sensed at the main
gearbox for oil temperature control and
indication
9-30
277
- .... -:
NO.3 BEARING
SCAVENGE Oil
SCAVENGE Oil TO
Oil TANK DEAERATOR
MGB AND DEOIlER
SCAVENGE Oil
NO.1, 1.5 AND 2
B BEARING SCAVENGE Oil
NO.4 BEARING SCAVENGE Oil
SCAVENGE Oil
SCAVENGE SUBSYSTEM
CT 12010
10-88
278
OIL SYSTEM
SCAVENGE SUBSYSTEM - COMPONENTS
MAGNETIC PLUGS (CHIP DETECTORS)
Purpose:
Magnetic plugs (also called chip
detectors) capture ferrous metal
particles.
Location:
The master plug mounts in the oil tank
drain plug boss
Main gearbox plug is on the front, right
side of the main gearbox
Four plugs are on the lubrication and
scavenge oil pump housing
Plug arrangement - front to rear
No.1, 1.5 and 2 bearing compartment
plug
Angle
No. 4
No.3
gearbox
bearing
bearing
plug
compartment
compartment
plug
plug
EBU items
Bayonet type plugs
check valve housings
9-34
279
NO.1, 1.5
AND 2 BEARING
CHIP DE1-ECroFt_
CHIP DETECTOR
-,,'U. 4 BEARING
CHIP DETECTOR
NO.3 BEARING
CHIP DETECTOR
.; \PACKING\
MA..GNETIC . d"'>I.
HEAD

W DETECTOR
TYPICAL BOSS
MAGNETIC PLUG
. (CHIP DETECTOR) CHECK VALVE
HOUSING
MGB CHIP DETECTOR
MAGNETIC CHIP DETECTIORS
MASTER
CHIP DETECTOR
CT 12047
10-88
.
:', ..,',: :
280
OIL SYSTEM
BREATHER SUBSYSTEM - COMPONENTS
DEOILER
Purpose:
The deoiler separates oil from breather
air.
Location:
Front, left face of the main gearbox
An impeller removes most of the oil from
the breathercair. The oil drains to the
main gearbox sump via an internal passage.
The clean airvents overboard .
Line replaceable.ooit
281
BREATHER AIR
DEOILER
a
BREATHER AIR TO
OVERBOARD VENT
CT 12003
1088
.
I
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n
282
ENGINE
IDLE
CUMBI
CRUISE
RAPID
DECEL
TO
IDLE
FADEClEEC FMU
ATRCCSlTCC
AIR VALVES
ENGINE FUELJOIL lOG
HEAT AIRfOIL
AIRfOIL EXCHANGER HEAT
EXCHANGER BYPASS VALVE EXCHANGER
I--_V_A_LV_E_S_-+ ____ -b VALVES
OPEN
<1210C
eMODULATING
Tluel 121.1270 C Tluel>
OPEN
Tluel >127
o
C
FADEC/EEC CONTROLLED COMPONENT SCHEDULE SUMMARyCT 1 ~ ~ ~
283
FUEL
FROM
FUEL
PUMP FUEL
BOOST FROM
STAGE FUEL
PUMP
lOGS
OIL
TO
OIL
FROM
lOGS
"AIR/OIL
HEAT
EXCHANGER
,Ii' ENGINE AIR/
FAN --. OIL HEAT
AIR --.J EXCHANGER
~ ANDVALVE
LEGEND
SERVO
RETURN
TO OIL
TANK
c:::J SUPPLY OIL .. SCAVENGE OIL
_ PRESSURE OIL iiiiii BREATHER AIR
_ RETURN OIL _ lOGS OIL
_ PFR INTERSTAGE IIiiiiiI SCAVENGE AND R""" T ... "
FUEL
LAST CHANCE OIL STRAINER SCAVENGE STAGE
CHIP DETECTOR PROVISION
FIL T.ER BYPASS
BEFORE fiLTER PORT
3 BEARING"
BREATHER RESTRICTOR
AND PRESSURE PORT
I l " _ ~ - TO OVERBOARD
VENT
OIL QUANTITY
TRANSMITTER
OIL
TANK
NECK
OIL PRESSURE, SCAVENGE AND BREATHER SYSTEM SCHEMATIC
STAGE
CT 12107
4-88
284
OIL SYSTEM
BREATHER SUBSYSTEM - OVERALL SYSTEM. DATA
GENERAL
Purpose:
The oil breather subsystem vents the
bearing compartments of seal
pressurization air. It also maintains
sufficient pressure at the oil scavenge
pump inlets to assist oil scavenging.
No.1, 1.5 and 2 bearing compartment
breather is vented to the deoiler via the
angle gearbox and an external breather
tube
No. 3 bearing compartment breather is
vented directly to the deoiler. A
restrictor ensures correct compartment
pressuiization under all operating
conditions
No. 4 bearing compartment breather is
vented to the main gearbox via the No. 4
scavenge oil pump and oil tank
The angle gearbox, main gearbox and oil
tank are vented overboard via the deoiler
and nacelle cowling
Breather air returning to the tank with
scavenge oil is trapped in the expansion
space by the oil check valve. The valve
opens at 6 psid, maintaining a positive
pressure head on the supply oil
/
9-32
".--
285
,', .'
. ' ' ~ "
',*, '
,
_I . '
IDG OIL COOLING SYSTEM
1. STATE THE PURPOSE OF THE lOG OIL COOLING SYSTEM .
2. LOCATE THE COMPONENTS OF THE lOG OIL COOLING SYSTEM.
3. IDENTIFY THE LRU'S OF THE lOG OIL COOLING SYSTEM.
,i,,'
620 (WPPSTB257 06-22-89)
286
IDG OIL COOLING SYSTJ!;M
OVERALL SYSTEM DATA
GENERAL
purpose:
The IDG oil cooling system cools the IDGS
oil, and prevents excessive IDGS oil heat
rejection to the engine fuel heating
system.
Components:
Fuel/oil cooler and bypass valve
IDGS air/oil heat exchanger
IDGS air/oil heat exchanger valve
IDGS oil cooling/HPC secondary flow
control valve solenoid
Pressure switch
Ps3 filter
IDGS oil flows from the IDG to the IDGS
air/oil heat exchanger. After passing
through the heat exchanger the IDGS oil
flows to the fuel/oil cooler. The cooled
IDGS oil is then returned to the IDG.
The cooling air flow through the IDGS
air/oil heat exchanger and valve assembly
is controlled by aircraft logic or by the
FADEC/EEC via the IDGS oil cooling/HPC
secondary flow control valve solenoid and
pressure switch.
10-2
287
FUEL/OIL COOLER
AND BYPASS VALVE
INTEGRATED DRIVE
GENERATOR
(AIRFRAME SUPPLIED)
," \.
lOGS AIR/OIL
HEAT EXCHANGER
'-.../ -
AIRCRAFT POWER (28 VDC)
..
lOGS AIR/OIL HEAT
EXCHANGER VALVE
GENERATOR
CONTROL UNIT
(GCU) LOGIC
PRESSURE
SWITCH
lOGS OIL COOLING/HPC SE(:::mmA.R
FLOW CONTROL
.' ._-----_ ..
VALVE SOLENOID
FADEC/EEC
COMMAND
lOGS OIL COOLING COMPONENTS
CT 12114
4-89
_ FOR TRAINING PURPOSES ONLY
10-3
288
lOG OIL COOL!Nu ~ H " ' U ' l
COMPONENT LOCATION
ENGINE - RIGHT SIDE
Pressure Switch:
- Mounted in the intermediate case rear
cavity at 1:.30 position
lOGS Oil Coo1ing/HPC Secondary Flow
Control Valve Solenoid:
cavity at 1:00 position
lOGS Air/Oil Heat Exchanger and Valve:
289
IDGS OIL COOLING!
HPC SECONDARY FLOW
CONTROL VALVE SOLENOID
lOGS AIR/OIL HEAT
EXCHANGER AND
VALVE
PRESSURE SWITCH
lOGS OIL COOLING SYSTEM COMPONENTS
RIGHT SIDE
CT 12113
6-89
10-5
290
COMPONENT LOCATION
ENGINE - LEFT SIDE
position
Ps3 Filter:
- Mounted above the 9th stage start bleed
(2.9) valve
291
Ps3
FILTER
FUEL/OIL COOLER AND
BYPASS VALVE
lOGS OIL COOLING COMPONENTS-LEFT SIDE
CT12111
10-88
10-7
292
COMPONENTS
SYSTEM CONTROL
Normal Operation:
During normal operation the system is
controlled by aircraft logic as a function
of IDGS oil temperature and engine N2
speed. In this mode of operation the IDGS
oil cooling solenoid is energized,
directing Ps3 flow to the pressure switch
and closing it. This provides an
electrical path for aircraft power (28
VDC) to control the IDGS air/oil heat
exchanger valve.
Override Operation:
If the FADEC/EEC senses an increasing
engine oil temperature of Toil greater
than 160 C or N2 speed drops below 72.7
percent, it removes the command signal to
the IDGS oil cooling solenoid,
de-energizing it. Anytime the solenoid is
de-energized, a path is provided for Ps3
to vent from the pressure switch causing
the pressure switch to open. This opens
the electrical circuit to the IDGS air/oil
heat exchanger valve solenoid, causing the
heat exchanger valve to open.
PW4l00-620.(06-26-89) FOR TRAINING PURPOSES ONLY 10-8
293
lOGS OIL
TEMPERATURE
SIGNAL TO
FLIGHT DECK
lOG
FAN 0
;:> lOGS
AIR/OIL
2.5 AIR HEAT
...-I'\. EXCHANGER
"V r'---,---
lOG FUEL/OIL
COOLER CORE
__ FMU BYPASS OUT
- ....... FROM FUEL PUMP
... _ ........ BOOST STAGE
r-'-Z- FROM FUEL
PUMP
Pfr
lOGS OIL
TEMPERATURE
SIGNAL TO
FLIGHT DECK
lOG
-- lOGS
FAN OR --, AIR/OIL
2.5 AIR ---1 HEAT
__ EXCHANGER
POWER Pf FROM FMU AIRCRAFT
(2B VOC)
VALVE
POSITION
SIGNAL TO
FLIGHT DECK
(BOEING)
HEAT EXCHANGER VALVE
FAOEC/EEC
ELECTRICAL
CONNECTOR
( ENERGIZED)
VENT
NORMAL MODE
Ps3
VALVE
POSITION
SIGNAL TO
FLIGHT DECK
(BOEING)
Ps3
OVERRIDE MODE
CT 12112
4-89
lOGS OIL COOLING SCHEMATIC
294
IDGS AIR/OIL HEAT EXCHANGER VALVE
Purpose:
The IDGS air/oil heat exchanger valve
controls IDGS oil temperature, and
prevents excessive fuel and engine oil
temperatures by controlling the cooling
air flow through .the IDGS air/oil heat
exchanger.
Location:
Mounted in the intermediate case rear
Hydraulically actuated dual butterfly,
open/close air valve
Controlled by aircraft power (28 VDC)
through a pressure switch and solenoid
valve
Dual independent coil solenoid
Energizing the circuit causes the heat
ex"hanger valve to close
De-energizing the circuit causes the
heat exchanger valve to open
The valve is spring loaded to the open
(fail-safe) position
COMPONENTS
A valve visual position indicator is
located on the top edge of the valve body
Overboard drain leakage 30 CC/HR maximum
295
VISUAL POSITION
INDICATOR ON TOP
ACTUATOR PISTON
ROD AND
AIR VALVE
(2 LOCA
HEAT EXCHANGER
MOUNTING FLANGE-___ I
HEAT SHIELD
FAN AIR
(HIGH POWER)
OR
2.5 BLEED AIR
(LOWER POWER)
ELECTRICAL
CONNECTOR
lOGS AIR/OIL HEAT EXCHANGER VALVE
CT 12263
4-89
10-11
296
! lll:f U! L l.,;UU1.Jl ~ u ~ . I ~ .1 J:ll"l
COMPONENTS
IDGS AIR/OIL HEAT EXCHANGER
Purpose:
The IDGS air/oil heat exchanger cools IDGS
oil.
Location:
Mounted In the intermediate case rear
Tube and fin heat exchanger
Single housing with fan air inlet and
internal tube passages for IDGS oil flow
IDGS oil flow is continuous
Fan air flow (high power) or 2.5 air flow
(low power) - controlled by the IDGS
air/oil heat exchanger valve
PW4100-620.(06-26-B9) FOR TRAINING PURPOSES ONLY 10-12
297
OIL TO FUELJOIL
COOLER BYPASS VALVE
(Pfr)
PRESSURE
(Pf)
DRAIN
(SO)
OIL FROM lOG
lOGS AIR/OILHEAT EXCHANGER
CT 12116
4-89
10-13
298
.1 Uti U.1.L" \.,.uu.u J..N'" i:) ~ " J.l:.Il"'l
COMPONENTS
IDGS OIL COOLING/HPC SECONDARY FLOW CONTROL
VALVE SOLENOID
Purpose:
The IDGS oil cooling/HPC secondary flow
control valve solenoid controls Ps3
pneumatic pressure to the pressure switch
and to the right HPC secondary flow
control valve.
Location:
Electrically. operated, pneumatic solenoid
valve
housing
Left solenoid .
Dual independent coil solenoid
Controls Ps3 (filtered through 13 micron
line maintainable cleanable metal
filter) muscle pressure to the IDGS oil
cooling system pressure switch
FADEC/EEC controlled via aircraft
supplied power (28 VDC)
The solenoid is energized to close the
pressure switch, if Ps3 is high enough
Right solenoid
Single coil solenoid
- Controls Ps3 muscle pressure to the
right HPC secondary flow control valve
10-14
299
FADECI EEC
ELECTRICAL
CONNECTOR
(ENERGIZED)
Ps3 MUSCLE
PRESSURE
TO PRESSURE
SWITCH
FADECI EEC
ELECTRICAL
CONNECTOR
(DE-ENERGIZED)
VENT
PRESSURE
SWITCH VENT
PRESSURE
LEFT SOt-"
LEFT SOL Ps3
FADEC/EEC
ELECTRICAL
CONNECTOR
Q
~ . FWD
OVERRIDE MODE ... ,.,..-x-\"
Ps3 ~
FROM 2:00 Ps3 POSITION ~ Ps3 FILTER
DIFFUSER CASE
lOG OIL COOLING/SECONDARY
FLOW CONTROL VALVE SOLENOID
CT 12630
4-89
10-15
300
IDG OIL COOLING SYSTEM
COMPONENTS
PRESSURE SWITCH
Purpose:
The pressure switch controls the aircraft
supplied 28 VDC circuit to the IDGS
air/oil heat exchanger.
Location:
The switch is a single pole, double throw
type, normally spring loaded open, static
condition
It closes when Ps3 is 75 psig.
- When the switch is closed, the aircraft
control circuit is completed and the
air/oil heat exchanger valve is
controlled by aircraft logic
- When the switch is open, the aircraft
control circuit is overridden (open) and
the air/oil heat exchanger valve is
controlled by FADEC/EEC logic
PW4l00-620(06-26-89) FOR TRAINING PURPOSES ONLY 10-16
301
HPC SECONDARY FLOW
CONTROL VALVE,IDGS
AiRfOIL HEAT EXCHANGER
VALVE OVERRIDE SOILENOID
CASE
ELECTRICAL
CONNECTOR
PRESSURE SWITCH
Q
Ps3 FROM lOGS OIL
COOLING VALVE
SOLENOID
HOLE
(2 LOCATIONS)
CT 12738
4-89
10-17
302
IDG OIL COOLUIl; ::i1::iTI:iM
COMPONENTS
FUEL/OIL COOLER AND BYPASS VALVE
Purpose:
The fuel/oil cooler and bypass valve
- cools engine and IDGS oil
prevents excessive fuel temperature
- heats fuel pump filter inlet fuel to
automatically prevent fuel system icing.
Location:
position
Fuel/oil cooler
A single housing contains separate
engine oil flow and IDGS oil flow heat
exchanger cores that share a common
internal fuel flow passage
Fuel flow through the unit is
continuous, but is affected by N2.and a
fuel pump bypass valve
A pressure relief valve permits the fuel
to bypass the IDGS heat exchanger core
if fuel icing occurs in the IDGS heat
exchanger core
- Engine oil flow is controlled by the
FADEC/EEC
For additional data on the fuel/oil cooler
and bypass valve refer to the fuel and oil
sections of this training guide
10-18
303
lOGS OIL COOLER
CORE PRESSURE
RELIEF VALVE
Pfr FROM
lOGS OIL COOLER
CORE (INSIDE HOUSING
ENGINE

OVERBOARD DRAIN
FUEL FROM FUEL PUMP
FUEL BYPASS VALVE
"
FUEL FROM
FUEL PUMP
BOOST STAGE
BYPASS VALVE
lOGS OIL TO lOG
lOGS OIL FROM lOGS
AIR/OIL HEAT EXCHANGER
HEATED FUEL TO
FUEL PUMP FILTER
OVERBOARD
DRAIN
CT 12108
4-89
FUEL/OIL' COOLER AND BYPASS VALVE
FOR TRAINING PURPOSES ONLY , 10-19
304
. ~ - -
. _ .... -_ . ...-,.,. - --- - - ------- -
FUEL PUMP ENGAOX IDGAOX FUEUENG OIL HX
COMPONENT BYPASS VALVE (ENG OIL VS. AIR) (GCU LOGIC & EEC OVERRIDE) BYPASS VALVE
FLUID CONTROLLED FUEL AIR AIR ENG. OIL
PARAMETER FMU BYPASS + ENGINE Tfuel N2 (FADEC/EEC) Tfue! (FADECIEEC)
CONTROLLING PUMP BOOST vs Toil (FADECIEEC) Toil (FADEC/EEC) Toil (FADEC/EEC)
F.P. INLET PRESS. (N2) IDG Toil (GCU)
SHUTDOWN N/A OPEN OPEN NON-BYPASS
STARTING & NON-BYPASS CLOSED OPEN NON-BYPASS
IDLE 75%N2) (Tfue! ( 121 C) (N2 ( 73%) (Tfuel ( 127C)
MODULATING (FADECIEEC) BYPASS
(TfueI121-127C) (Tfuel ) 127C)
FULL OPEN (FADEC/EEC)
(Tfue! ) 127C)
(FADECIEEC)
::: 73% N2 NON-BYPASS CLOSED CLOSED NON-BYPASS
75% N2) (Tfue! ( 121C) (IDG Toil ( 104C) (Tfuel ( 127C)
MODULATE OPEN BYPASS
(Tfuel121-127C) .(IOG Toil) 127C) (Tfuel ) 127C)
FULL OPEN
(Tfuel ) 127C)
(GCU) (FADEC/EEC)
(FADECIEEC) OPEN
(FADECIEEC OVERRIDE
ENG Toil ) 160C)
CLOSED
(N2) 73%)
::: 75%N2 BYPASS CLOSED) CLOSED NON-BYPASS
('FMU BYPASS' (Tfuel ( 121 C) (IDG TOil ( 104C) (Tfuel ( 127C)
BYPASSIDG MODULATES OPEN BYPASS
CORE OF FOX) (TfueI121-127C) (IDG Toil) 127C) (Tfuel ) 127C)
FULL OPEN (GCU) (FADECIEEC)
(Tfuel ) 127C) OPEN
(FADECIEEC) (FADEC/EEC OVERRIDE
ENG Toil) 160C)
FOR TRAINING PURPOSES ONLY 620(WPPSTB257 ... 21... , 10-20
305
lOGS COOLING CORE
'lOGS OIL
TEMPERATURE 'lOG
SIGNAL TO GCU
28 VDC r-l"\
ACFT 'II'
-0
FADEC/EEC
COMMAND
SERVO NONBYPASS
RETURN (Tfuel<127
0
C)
TO TANK BYPASS
FAN OR lOGS
2.5 AIR AIRIOIL BOOST STAGE AND
r----'--..., PRESSURE . ct>
(Tfuel>127
0
C)
? SWITCH Pf FROM FMU FAN ---,
AIR -.I
L..-----VA...JLVE EXCHANGER VALVE. "Q.
POSITION
SIGNAL TO I
FLIGHT DECK FADEC I EEC
(BOEING) COMMANDS AND Pf
FEEDBACK FROM
CLOSED FMU
(Tfuef<121trC)
MODULATING
(Tfuel 121 TO 127
0
0)
I=ULL.OPEN
(Tfuel >127
0
C)

ENGINE/AIR
OIL HEAT
EXCHANGER
r
I
ENG
OIL
FUEL TEMPERATURE CONTROL SUMMARY
CT 12729
489
1021
306
IGNITION SYSTEM
1. IDENTIFY THE MAJOR COMPONENTS OF THE TWO IGNITION SYSTEMS.
2. STATE THE SAFETY PRECAUTIONS OF THE IGNITION SYSTEM.
620 (WPPST8251 0 6 - 2 2 ~ O )
307
IGNITION SYSTEM
OVERALL SYSTEM DATA
GENERAL
purpose:
The ignition system provides a high energy
spark to ignite the fuel/air mixture.
Components:
Ignition exciters
Exciter-to-igniter plug cables.
Igniter plugs
The ignition system consists of two
independent circuits
Each circuit is made up of an ignition
exciter, exciter-to-igniter plug cable and
an igniter plug
Power input is controlled by aircraft
switching logic
The system is capable of continuous
operation
308
FROM AIRCRAFT IGNITION SWITCHES
115 VAC, 400 Hz, 2 AMP MAX
IGNITION SYSTEM
IGNITION
EXCITERS
CT 12100
6-88
309
IGNITION SYSTEM
COMPONENT LOCATION
ENGINE - RIGHT SIDE
Ignition Exciters:
- Mounted on the right side of the main
gearbox
Exciter-to-Igniter Plug Cables:
Routed along the engine right side
between the ignition exciters and the
igniter plugs
Igniter Plugs:.
Mounted in the diffuser case at 4:00 and
5:00 positions
~ .
11-4
310
- - EXCITER TO IGNITER
PLUG CABLE
(2 LOCATIONS)

....

IGNITER PLUG
(2 LOCATIONS)
.
;- .
It
J
C
l

IGNITION
EXCITERS
-
......,

/
)
CT 12091
6-88
IGNITION SYSTEM COMPONENTS-RIGHT SIDE

.
IJ;
:l
311
IGNITION SYSTEM
COMPONENTS
IGNITION EXCITERS
Purpose:
The ignition exciters convert aircraft
electrical power to the voltage required
to achieve a high energy spark at the
igniter plug.
Location:
Mounted on the right side of the main
gearbox
Capacitor discharge exciters
Input voltage
Normal
.115 VAC, 400 cycle
Operating limits
90 to 124 VAC
360 to 440 cycles
Input current
Maximum
2.0 amperes
Stored energy
4 joules
PW4100-620(06-26-89} FOR TRAINING PURPOSES ONLY
Spark rate
Minimum .
1.0 spark per second
MaxlmUrn
~ sparks per second
Duty cycle
- Continuous
Anti-shock mounting
Fan air cooled
Hermetically sealed, stainless steel inner
case. The outer case is a replaceable
(line maintenance) cooling jacket
The upper exciter serves the 4:00 position
igniter plug
The lower exciter serves the 5:00 position
igniter plug
11-6
312
INPUT
CONNECTOR
OUTPUT
OUTPUT
CONNECTOR
INPUT
CONNECTOR
FnR TRAINING PURPOSES ONLY
COOLING AIR
DISCHARGE
COOLING AIR
DISCHARGE
r-- ANTI-SHOCK MOUNT
(6 LOCATIONS)
BRACKET
COOLING AIR
DISCHARGE
IGNITION EXCITERS
CT 12092
10-88
11-7
313
IGNITION SYSTEM
COMPONENTS
EXCITER-To-IGNITER PLUG CABLES
Purpose:
Routed along the engine right side between
the ignition exciters and the igniter
plugs
Fan air cooled coaxial cable
Sheet metal cooling shields ensure proper
cooling air flow
Ceramic insulated terminals, with l'ubber
bushings and sealing washers
The cables are interchangeable
314
CLAMP
IGNITER
( 2 LOCATIONS)
PLUG CONNECTOR
NG
AIR DISCHARGE
CLAMP
(1 LOCATION)
FAN COOLING
.. AIR COOLING
, AIR DISCHARG
IGNITER PLUG CABLE
IGNITION
EXCITER
CONNECTOR
COOLING SHIELD
(4 LOCATIONS)
CT 12088
10-88
, .:-
,

.
.

"<ii'-

.
:'Jf

_. ;".:
;'

: ..
11-9

315
IGNITION SYSTEM
COMPONENTS
IGNITER PLUGS
Purpose:
An electrical spark passes across the gap
of each. igniter plug, . to ignite the
fuel/air mixture.
Location:
Mounted in the diffuser case at 4:00 and
5:00 positions
Shielded center electrode
Air cooled tip (15th stage air) and outer
end (fan air)
Classified spacer(s) control immersion
depth
PW4100-620 (06-26-89.) FOR TRAINING PURPOSES ONLY 11-10
316
CLASSIFIED
SPACERS
MOUNTING
BOSS
KEY WASHER
IGNITER PLUG
CT 12048
10-88
317
IGNITION SYSTEM
SELECTION AND CONTROL
ENGINE START SELECTOR
Purpose:
The engine start selector controls
ignition and starting system circuits and
components.
Location:
Center overhead panel
One switch for both engines
OFF
Inhibits operation of ignition systems
and starter shutoff valves
CRANK
Inhibits operation of ignition systems
Starter shutoff valve operation not
inhibited
START 'A' position
- Selects and arms system 'A'
Start 'B' position
- Selects and arms system 'B'
CONT RELIGHT
Selects and arms systems 'A' and 'B'
- Used for continuous ignition
HIGH PRESSURE (HP) FUEL SHUTOFF VALVE CONTROL
LEVERS
Purpose:
The high pressure fuel shutoff valve
control levers control the high pressure
(HP) fuel shutoff valve actuator position,
to turn metered fuel flow to the combustor
ON or OFF. These levers also activate the
ignition system(s).
Location:
Center pedestal
One lever for each engine
Two posi tions
ON
HP fuel shutoff valve actuator rotates
.the FMU 'ON/OFF' condition shaft to
the 'ON' position (metered fuel turned
on)
Selected ignition system(s) activated
OFF
HP fuel shutoff valve actuator rotates
the FMU 'ON/OFF' condition shaft to
the 'OFF' position (metered fuel
turned off)
Ignition system operation inhibited
11-12
318
ENG
IIlDE
IGHITION
R HI I YU
!
E
OFF CONT N
i "rr,"
ENGINE START
SELECTOR
PRESSURE (HP)
ON
HPVALVE . HPVALV
ENG 1 FUEL ENG 2
OFF
FUEL SHUTOFF
VALVE CONTROL
LEVERS
CT 12095
10-88
IGNITION SYSTEM SELECTION AND CONTROL

1 1 -1.3 ':

319
IGNITION SYSTEM
LINE MAINTENANCE TASKS
IGNITER PLUG DIMENSION CHECK
(Required only if boss and/or spacers are
being replaced)
Support Equipment:
PWA 75509 immersion gage
Precaut ions: Ut>
Warning: Ignition system voltage 'is
dangerously high. Ignition switch must be
in, 'OFF' position before removal 'of any
ignition components. A sufficient period
of time (several minutes) shall elapse
between operation of ignition system and
removal of components; or immediately upon
detaching cable from igniter, discharge
current by grounding terminal. This is to
ensure complete dissipation of energy from
the system.
Prerequisite Tasks:
nacelle doors
Remove igniter plug Uf}
Remove 'igniter boss and spacers,
Key Steps:
Install new boss 'and keywasher to igniter.
PW4I00-620 (06-26-89) FOR TRAINING PURPOSES ONLY
Measure distance from tip of plug to face
of boss. (Dimension A)
Using a gage master, set immersion gage
dial to zero.
Note: Master is 2.200 inches long.
Using gage, determine Dimension B by
inserting gage hook against rear inside
diameter surface of outer combustion
chamber and subtract gage reading from
2.200 inches.
Determine igniter plug guide
,configuration. (Shielded or Unshielded)
For engines incorporating the unshielded
configuration, add .025 inch to Dimension
B. --
For engines incorporating the shielded
configuration, add .125 inch to Dimension
B. --
Subtract Dimension B from Dimension A to
determine Dimension C.
Select classified spacers to equal
Dimension C plus or minus .010 inch.
Use a maximum of two spacers and do not
exce,ed 0.300 inch;
11-14
320
IGNITER

t
DIMENSION IGNITER
BOSS
SPACERS
J==!II!mJl
t
DIMENSION
KEYWASHER'l;:::=-::t
C
PLUG REMOVED-KEYWASHER AND
BOSS INSTALLED FOR
DETERMINING DIMENSION A
GAGE HOOK
""
SLEEVE
SLEEVE
(SHIELDED)
IGNITER
PLUG GUIDE
GAGE HOOK
t
DIMENSION
B
PLUG,KEYWASHER,
BOSS AND SPACERS
REMOVED FOR
DETERMINING
DIMENSION B
/
PWA 75509
IMMERSION
GAGE
IGNITER PLUG DIMENSION CHECK
OUTER
COMBUSTION
CHAMBER
IGNITER
PLUG GUIDE
DEFUSER
CASE
BASE
CT 12798
6-89
321
FEET
(METERS)
60
(18)
40
(12)
20
(6)
o ~ ___ . ___ ~ = = i : : . - = =
TAKE-OFF
34 MPH
TO 720 FEET
- 0 0
METERS _ 30 -15 50 100
15 30 150 200
F
1
FEET
(METERS) .
60
(18)
40
(12)
20
(6)
136 MPH
150F
102 MPH
125F
HAZARD AREA
MIN IDLE
POWER
CT 12143
. 10-88
322
ENGINE GROUND OPERATIONS
STARTING
Starter Air:
APU, ground air cart or pneumatic cross
start-engine bleed air
Precautions:
Ground personnel observe hazard areas
Fire detection system operable
Key Steps:
START I or START 2 push butt.ons in:
Engine start page- right CRT
Pack valves closed
Fuel used - zeroed
ARM (white) light off
OPEN (blue) light on, starter shutoff
valve opens. .. . .
EPR will indicate at 5 percent N2
Button releases at 45-percentN2, OPEN
light off at 45 percent N2
APU maintainsduct pressure
Flight recorder on
High pressure (HP) fuel shutoff valve
'ON' :
- Max motoring speed ( 15 percent N2 min}
- Ignition sys.tem energIZed .
- Fuel turned on
Unsatisfactory Start (HP shuto.ff valve
OFF) :
- No EPR indication at 5 percent N2
- No oil pressure indication at fuel ON
No rotation
Hung start
No EGT rise
Impending HOT START
Slow acceleration to idle
Observe:
parameters during start
N2 rising
Starting fuel flow: 550-650 pph
( 249-295 kg/hr)
N1 rising
Oil pressure rising
EGT rising (not to exceed 535 DC)
Start valve closes at 45 percent N2
Engine start selector =-OFF
Parameters at idle
EPR - 1.01
Nl - 23 percent
N2 -64 percent
Fuel IIow - 1400 pph ( 635 kg/hr)
oil pressure-=-70 psi mm-
Oil temperature-= 50 DC min before
advancing thrust lever.
13-4
323
/
FUEL SHUTOFF LEVERS "
START SYSTEM -
!:no PllppnC:I:C: nl\l! v
ENG
f,l;)DE
R Nt I YU
E
CONT N
REliGHT START G

ENGINE START PANEL e
w.
I I II
. ..

ENGINE INDICATORS e
/ ENGINE
ECAM SYSTEMS
DISPLAY - RIGHT 4)
CT
FLIGHT DECK COMPONENTS
12146
10-88
> .
. _ i .;';.:;
S':

Jf;
.

..

" ":'lJ1..,1'1;
324
ENGINE GROUND OPERATIONS
SHUTDOWN
Normal:
Stabi lize at idle ~ - 5 minutes
HP shutoff valve - OFF
Emergency:
Retard thrust lever to idle
HP shutoff valve - OFF
Motor engine until EGT goes below 180 DC
Caution:
N2 must be below 20 percent before
re-engaging starter ' ,
If EGT exceeds start temperature'limit of
535,DC , duration of overtemperature in
secondsand,peak temperature must be
recorded in engine log for malntenance.
325
COMPONENTS
ENGINE
VARIABLE 2.9 2.5
TURBINE HPC
ENGINE
FUEUOIL
FADEClEEC !!ITt,TDR BLEED BLEED
ATIjCcsrrCC VANE AND SECONDARY
AIR/OIL
HEAT
OPERATING FMU
AIR VALVES BLADE FLOW
MODE
V.NES VALVES. VALVE
COOUNGAIR CONTROL
EXCHANGER
EXCHANGER
VALVES VALVES
VALVES
BYPASS VALVE
ENGINE NOT
MIN PRESS
OP.EN
_L&RVALVES
SHUTDOWN POWERED
SHUTOFF
OPEN
_ NON-BYPASS
(FAILSAFE) BYPMA
VALVE
CLOSED
eFADEClEEC -MIN PRESS
POWERED AT SHUTOFF
OPEN TO 5-10% N2 VALVE
'-
elNfTlAUZlNG CLOSED
15%N2
ENGINE
SPOOL UP TEST
MOTORED
_SELF CHECK
-WINDMILL
CLOSED OPEN CLOSED OPEN OPEN OPEN _CALCULATING
BYPASS
!!ITART FUEL
VALVE
FLOW
FUNCTIONING
_COMMANDING
LRU'S TO !!ITART
PosmON
IN !!ITART
CONTROlliNG
-MIN PRESS MODULATING
_ L&RVALVES
CYCLE
SHUTOFF _MOVE CLOSED AT
VALVE TOWARD 2% LESS THAN
OPEN CLOSED IDLEN2
-CLOSED -NON-BYPASS
IDLE
A SMALL
-METERED
AMOUNT
TIueI <121 oc TIueI<127
o
C
FUEL FLOW
IFENGJNE _L VALVE OPENS
_ MODULATING _BYPASS
SCHEDULED
SURGES -R VALVE CLOSED
MODULATING -HPTVALVE Tfuel 121-1270C TfueI> 127
0
C
TO
IMPENDING SURGE
CLOSED FROM -CLOSED _OPEN IF
_OPEN IF
_OPEN
ENGINE APPROX ALT<15000 FT TIueI >127
o
C
ACCEL
7OT084%N2
_LPTVALVE
_CLOSED IF
ALT< __ FT
TO
-MODULATES
ALT>15000 FT
_CLOSED IF
TAKE-OFF OPEN TOWARD OPEN
AND
ALT> __ FT
IF GREATER
N2BErWEEJI
AND
THAN77%N2
70 AND 93%
N2BETWEEN
FOR 60 SEC TTAND94%
CUMBI -OPENS IF
CRUISE
MODULATING IMPENDING
ENGINE SURGE
.
SENSED
MODULATING
RAPID SCHEDULED
_ OPEN L VALVE
DECEL TOWARD FOR 3 MINUTES.
OPEN
TO CLOSED WlTHDECEL
IDLE BELOW81%N2
ANDALT>14QOO
FEET
ieSEL.Ec;TS N1
MODE
REVERSE
!-SCHEDULES
MODULATING CLOSED
FULL
CLOSED FUEL FLOW_
OPEN
rnRU!!IT
SLEEVES IN
TRANSIT
!-MAXREV=87%N
FADEC/EEC CONTROLLED COMPONENT SCHEDULE SUMMARY
lOG
AIR/OIL
HEAT
EXCHANGER
VALVES
OPEN
N2<73%

BY
GCULOGJC
OPEN
T ... l >160OC
OPEN
N2<73%
CT12741
6-89
326
ENGINE FAULT ISOLATION
UPON COMPLETION OF THIS LESSON, EACH STUDENTWILL BE ABLE TO:
1. IDENTIFY THE THREE (3) BASIC APPROACHES TO TROUBLESHOOTING.
2. ISOLATE THE SYSTEM(S) AND/OR COMPONENTS THAT CAN CAUSE A MALFUNCTION VIA:
- FADEC/EEC INTERROGATION
- ENGINE TESTS
- PHYSICAL INSPECTIONS
.. 3. IDENTIFY SUPPLEMENTAL DATA REQUIRED TO SOLVE A GIVEN PROBLEM.
620 WPPSTB322 (06-16-89)
14-1
327
OVERALL SYSTEM DATA
GENERAL
Purpose:
Engine fault isolation is used for the
identification and resolution of engine problems.
Approaches:
Shotgun
Solution
Analytical
Process:
Malfunction recognition:
- ECAM messages
- Parameter shifts
- Engine malfunction
Malfunction documentation
- Log book entries
Gather information:
~ F ADEC/EEC interrogation
- Visual inspections
-Engine test data
Determine cause/effect relationship:
- Troubleshooting manual
- Examine solutions
620 WPPS11l322 (06-16-89)
Perform corrective action
- Maintenance manual
Confirm corrective action:
- F ADEC/EEC interrogation
- Visual inspections
- Engine test data
Corrective action documentation
- Log book entry
Airbus Features:
ECAM:
- In-flight engine messages and parameters
Warnings
Cautions
. Corrective action procedures
- On-ground FADEC/EEC interrogation
Status mode
Maintenance mode
Labellhexidecim.al codes
Historical data storage
14-2
328
STUDENT NOTE PAGE
620 WPPSTB322 (0S-1U9) 14-3
329
OVERALL SYSTEM DATA - COMPONENTS
LEFT ECAM
Purpose:
____ "472 VU" PANEL
The left ECAMprovides thet1ight crew with a central-
ized warning message system, and corrective action--
- procedures. During ground test itdisplaYlireal time
engine status and maintenance fault information, lind-
maintenance fault information from past flight cycles.
Location: -
Lower left-corner of main panel
RIGHT ECAM
Purpose:
The right EcAM proVides the flight crew
with aircraft systems data. During ground test it displays
real time engine parametric data when the engine is shut
down._
Location:
. - ..
Lower right comer of main instrument panel
620 WPPSTB322 (06-16-89)
-- Purpose:
FADEC switches
-- "ENGl" or "ENG2"
The switch position selects then engine
--FADECIEEC to be interrogated.
- "OFFtrESTIBITE DISPLAY'
This switch is used to supply ground test pow-
er to the FADECIEEC.
"OFF" - Ground test power not supplied to the
FADECIEEC.
-. -- "TEST" - If the HP cock is down and the
switch is placed in the "Test" position, the
FADECIEEC sends status and maintenance
label hexidecimal bits to the left ECAM dis-
play.
Location:
"BITE" - If the HP cock is down and the
switchis cycled to "BITE" and back to "TEST",
the FADECIEEC sends maintenance fault la-
bel hexidecimal bits from the FADECIEEC
- memory to the left ECAM display.
Lower center of maintenance panel
14-4
330
LEFT ECAM
FLIGHT WARNING DISPLAY
FAULT CODES
FADEC GROUND TEST
~ __ ----I
.. "472 VtJ" PANEL
/
FLIGHT DECK
RIGHT ECAM
FLIGHT SYSTEMS DISPLAY
ENGINE PARAMETERS
FADEC GROUND TEST
CT 12614
10-88
14-5
331
GENERAL
Pwpose:
OVERALL SYSTEM DATA - INTERROGATION
Fault isolation enables.the maintenance crew to locate
and correct engine faults quickly and efficiently.
SequentialProcedure:
Investigate fault .sources:
- ECAM flight messages .
- Flightlog .. .
- Regular scheduled FADECIEEC ground test
Perform FADECIEEC ground test:
- Status mode
- Maintenance mode
- Conclude test
Convert hexidecimals to bits
Refer to troubleshooting manual (Chapter 73) - corre-
latelabellbit combinations with maintenance manual
references
Perform correclive action according to maintenance
manual
Perform FADECIEEC ground retest:
- Status mode
- Maintenance inode .
Record aircraft status in log book
620 WPPSTB322 (06-16-89)
14-6
332
FUOHT
CIIEW
UONIII
8T.TUI
~ FADEC.pAUt.T
INO 2 PADECPAULT
.... ,
......
ENO .. 'ADECPAULT
......
ENO2 FAOECFAULT
.... ,
AlRCIW'T
LOQlOOK
FAULT SOURCES
~ .
RECORD
DISPATCH STATUS
U
6 i ' ~ m ~
PADECONDTUT
'ADEC OND TEST
CHA CHI
lPRTO i&c iN.
270
"""" """"
PAJ,lBP8I xxxx
"""" 27'
""""
,.=
P2P81
""""
""""
272
""""
PI PSI
""""
""""
1- m
""""
""""
P5PSI
"""" """"
"""" """"
12'C
.""""
"""" ... .. .. '000 n'c xxxx
"""" os,
00"
.... TP'C
"""" """"
"2 ....
... , TOIL-C
"""" """" ... .. .. .. .. . TRADEO.
"""" """" ... .... .. .. IVA'"
"""" """"
/oF\. .:I
.,
1CC%
"""" """" Ace ... xxxx xxxx
""'"
xxxx xxxx
R.v"" xxxx xxxx
FADEC GROUND TEST
..
ill
.,.
m
."
...
OS,
OS.
...
.. ,
'ADEC OND191
CHA CHB
OC01 DC.,
7100 7100
".. .... 0200 0200
0000 0000
0004 . DON
0000 .. ..
0000 .. ..
........
0002 0000
CONCLUDE FADEC
GROUND TEST
..,...,.-=""....,..,=-
fAOEC.w:.' T"'1H.
EPATO 1.504 1.504
PAMa PSI 1US 14.4ZI
P2 PSI 14.A30 140430
pa PSI 14.50 14.S0
PI PSI 1UOO 1'-400
12C ,4.7 '4.7
1'30 21.2 21.2
TP'-C 21.1 25.1
TOILC 24.1 ZU
TRA DEO. 37.D 37.0
IVA % 100.1 100.1
10C% 1.2 1.2
AOe'At 100.0 100.0
825" 100.0 100.0
R .... '" 0.5 o.s
FADEC GROUND TEST
'\
:
i : ~ ~ ~ ____ ----
MAINTENANCE MANUAL
TROUBLESHOOTING MANUAL
FAULT ISOLATION PROCEDURE
CT 12644
6-89
14-7
333
FAULT SOURCES
ECAM Message:
OVERALL SYSTEM DATA -INTERROGATION
The ECAM warning system alerts flight crew to ab-
normal. system operations and provides guidance for
corrective action procedures. Warning, memo, and sta-
tus messages are conimunicatedthrough flight deck
loudspeakers, master lights and the left ECAM dis-
play.. .
Flight Log:
The flight log provides the flight crew with a written
means to record any unusual events observed during
flight operations .. __ - .
Regular Schedule FADEC/EEC Interrogation:
Regular FADECIEEC interrogation allows mainte-
nance personnel to monitor engine performance and.
enhances preventive maintenance.
620 WPPSTB322 (06-11).89)
14-8
334
MAINTENANCE
CREW
S
3
10
17
24
M
4
11
18
25
MONTH
T W T F S
1 2
5 6 7 8 9
12 13 14 15 16
19 2C 21 22 23
26 2i 28 29 30
REGULAR FADEC
INTERROGATION SCHEDULE
FUGHT
CREW
I STATUS
"\
.
ENG 1FADEC FAULT
CH.A .
ENG 2 FADEC FAULT
CH.B
LEFT ECAM DISPLAY
FAULT SOURCES
ENG1 FADEC FAULT
CH.A
. ENG 2 FADEC FAULT
CH.B
AIRCRAFT
LOG BOOK
CT 12642
6-89
14-9
335
FADEC/EEC GROUND TESTIBITE
Purpose:
To interrogate FADECIEEC Cor status and mainte-
nance information. .
Procedures:
472 VU panel
- Select the engine FADECIEEC to be interrogated
by putting the engine switch in the "ENGl" or
. "ENG2"position
- Supply ground test power to FADECIEEC by mov-
ing TestlBite display switch out oC the off position
when the HP cock is down (engine not running).
Status Mode ("TEST"):
- The status mode provides present (real time) en-
gine Caults and parameters
- 472 VU Panel:
Position "TEST" switch in middle position
- Left ECAM:
Labels 270 through 274 are displayed with hex-
idecimal values Cor both FADECIEEC channels
- Record hexidecimal values
Labels 350 through 354 are displayed with hex-
idecimal values Cor both FADECIEEC channels
- RightECAM
Engine parameters and present values Cor both
F ADECIEEC channels .
62(1 WPPS1'B322 (06-16-89)
Maintenance Mode ("BITE DISPLAY'):
- The maintenance mode provides FADECIEEC
Cault history Cor previous flight cycles
- 472 VU Panel:
Position "TEST" switch to "BITE DISPLAY'
and back to "TEST"
- "a FL XXXX" will be displayed if fault oc-
curred .since last shutdown or during last
ground run if no flight has since occurred.
Each time the "BITE DISPLAY' is activated
the preceding flight cycle maintenance labels
(350-354) will be displayed if Cault occurred
during a flight leg
- "a FL.l", "a FL-2" etc.
The preceding flight legs will continue to be
displayed until all Caults have been displayed
(a FL-O) or the switch is moved to "OFF"
- Left ECAM:
Labels 270 through 274 are displayed with Xs
in channel columns
Labels 350 through 354 are displayed with
hexidecimal values Cor both FADECIEEC
channels
- Record hexidecimal values
- RightECAM
Engine parameters with Xs in channel columns
Conclude FADECIEEC Ground Test:
- 472 VU Panel
Position "TEST" switch to OFF
14-10
336
STATUS
MODE
c:;>
MAINTENANCE
MODE
.
472VU PANEL
ENG ,--f All(C---,

.,
Off EMG I
472VU PANEL
FADEC GND TEST '-'-
CHA CHB
270

0041
271
7100
272 0100 0000
273 0200 0200
274
0000 0000
350 0004
0004
351 0000
0000
352 0000 0000
353
0000 0000
354 0002 0000
LEFT ECAM
FADEC GND TEST
CHA CHB
270 XXXX XXXX
271 XXXX XXXX
272 XXXX XXXX
273 XXXX XXXX
274 XXXX XXXX
350 0004 0004
351 0000 0000
352 0000 0000
353 0000 0000
354 0002 0000
6FL XXXX XXXX
LEFT ECAM
-
FADEC GND TEST
CHA CHB
EPRTO 1.504 1.504
PAMB PSI 14.429 14.429
P2 PSI 14.430 14.430
PB PSI 14.50 14.50
P5 PSI 14.400 14.400
T20 14.7 14.7
T30 21.2 21.2
TFoC 25.1 25.1
.
TOIL C 24.8 24.8
TRA DEG. 37.0 37.0
SVA% 100.1 100.1
TCC% 1.2 1.2
AOC% 100.0 100.0
B25% 100.0 100.0
Rev % 0.5 0.5
RIGHT ECAM
FADEC GND TEST
EPRTO
CHA CHB
XXXX XXXX
PAMB PSI XXXX XXXX
P2 PSI XXXX XXXX
PB PSI XXXX XXXX
P5 PSI XXXX XXXX
T20 XXXX
XXXX
T3C XXXX XXXX
TFoO XXXX XXXX
TOIL C XXXX XXXX
TRA DEG. XXXX XXXX
SVA% XXXX XXXX
TCO% XXXX XXXX
AOC% XXXX XXXX
B25% XXXX XXXX
Rev % XXXX XXXX
RIGHT ECAM
FADEC/EEC. GROUND TEST OPERATION
CT 12640
6-89
14-11
337
FADEC/EEC GROUND TEST
Status Mode - Right ECAM Display:
Real time
Parametric Data: .
- EPRTO - Max. available takeoff EPR
- P AMB PSI - Ambient static pressure in psi (Pamb)
-P2 Engine inlet total pressure in psi (Pt2)
- Pb - Burner pressure in psi
- P5 - Exhaust total pressure in psi (Pt5)
- T2 'c -Engine inlet total temperature in 'C (Tt2)
- T3 'c - N2 temperature in 'c
(Tt3) . .
- TF 'c - Fuel temperature at fuel filter inlet in 'c
(Tfuel)
- Toil 'C - Main gearbox scavenge oil temperature in
'C (Toil)
- TRA DEG - Thrust lever resolver angle in degrees
- SVA% - Stator vane actuator position in percent of..
stroke.
0% = vanes closed. 100% = vanes open
- TCC% - Turbine case cooling actuator position in
percent of stroke.' .
0% = valves closed., 100% = valves open
- AOC% - Air/engine oil cooler position in percent of
stroke.
0% = valve closed., 100% = valve open .
- B25% - 2.5 bleed valve actuator position in percent
of stroke.
0% = bleed full closed. 100% = bleed full open
- Rev% - Thrust reverser master actuator position in
percent of stroke. .
0% = stowed, 100% = deployed
620 WPPSTB322: (O6-16-89)
14-12
338
STATUS
MODE

ENG ,...-rAllEt---.
.
:m BITE DISPlAT . DIG 2

orr ENG I
472VU PANEL
ENG ,...-r AcEt.,..--,
"8
. 1
1m B(!)'
MAINTENANCE
MODE
Off E.G 1

472VU PANEL
.
.
FADEC GND TEST
CHA CHB
270 . OC,01
0041
271 7100 7100
272 0100 0000
273 0200 0200
274 0000 0000
350 0004
0004
351 0000 0000
352 0000 0000
353
0000
0000
354 0002 0000
LEFT ECAM
FADEC GND TEST
CHA CHB
270 XXXX XXXX
271 XXXX XXXX
272 XXXX XXXX
273 XXXX XXXX
274 XXXX XXXX
350
0004 0004
351 0000 0000
352 0000 0000
353 0000 0000
354 0002 0000
e:. FL XXXX XXXX
LEFT ECAM
;::-
FADEC GND TEST
'-'
CHA CHB
EPRTO 1.504 1.504
PAMB PSI 14.429 14.429
P2 PSI 14.430 14.430
PB PSI 14.50 14.50
P5 PSI 14.400 14.400
T2C 14.7 14.7
T3C 21.2 21.2
TFoC 25.1 25.1
TOIL C 24.8 24.8
TRA DEG. 37.0 37.0
SVA% 100.1 100.1
TCC% 1.2 1.2
AOC% 100.0 100.0
B25% 100.0 100.0
Rev % 0.5 0.5
RIGHT ECAM
FADEC GND TEST
CHA CHB
EPRTO XXXX XXXX
PAMB PSI XXXX XXXX
P2 PSI XXXX XXXX
PB PSI XXXX XXXX
P5 PSI XXXX XXXX
T2C XXXX XXXX
T3C XXXX XXXX
TFoC XXXX XXXX
TOIL C XXXX XXXX
TRA DEG. XXXX XXXX
SVA% XXXX XXXX
TCC% XXXX XXXX
AOC% XXXX XXXX
B25% XXXX XXXX
Rev % XXXX xxxx
RIGHT ECAM
FADEC/EEC GROUND TEST OPERATION
CT 12640
6-89
14-13
339
HEXIDECIMAL CONVERSION
Procedure:
Locate hexidecimal digitCs) that correspond with hexi-
decimals displayed on the left ECAM display
Identify the bitCs) that is set to "1" to the right of the
hexidecimal column .
The number at the top of the column identifies the bit
Examples:
- Label 272 - hexidecimal 0100
Look up 0100 on the FADECIEEC HexidecimallBit
Conversion Table.
Hex Digit 0100 means Bit 22 is set.
- Label 354 - hexidecimal 0002
Look up 0002 on the FADECIEEC HexidecimallBit
Conversion Table.
Hex digit 0002 means Bit 15 is set.
620 WPPSTB322 (06-16-89)
14-14
340
~ E : I BITS HEX
DIGIT 29 2S 2726 DIGIT
o 000 0 0
0000 0 0000 0 0000
BITS HEX BITS RIGHl BITS
I---........-.....--l HEX Io---,......-r......---I
252412322 DIGIT 21201918 DIGIT 17161514
1 0001 1 0001 1 0001 1 0001
200102 0010 2001020010
30011300113001130011
40100 4 0 1 0 0 401 004 0 1 0 0
50101 501 0 1 501 015 0 1 0 1
60110 601 1 0 601 1 0 6 0 1 1 0
7 01 1 1 70 1 1 1 . 7 0 1 1 1 7 0 1 1 1
810008
1
10008100081000
9 1 001 9 1 001 9. 1 001 9 1 001
A 1010 A 1010 A 1010 A 1010
8 1 0 1 11 8 1 0 1 1 8 1 0 1 1 8 1 0 1 1
C 1100 C 1100 C 1100 C 1100
01101011010110101101
E 1 1 1 0 E 1 1 1 0 E. 1 1 1 0 E 1 1 1 0
.
F 1111 F 1111 F 1111 F 1111
CT12643
4-89
FADEC/EEC HEXIDECIMAL/BIT CONVERSION TABLE
14-15
341
Purpose:
GENERAL PROCEDURE
The troubleshooting manual is designed to provide
maintenance crews with a quick and accurate means
of isolating faults. . .
- Examp1es: ..
Label 272 - BIT 22
Assumes the electrical wiring to be satisfactory. There-
fore, references to the Aircraft Wiring Manual and con-
tinuity checks are usually given as a last resort.
Procedure:
Look up LABEL-BIT in troubleshooting manual (Chap-
ter 73)
Check maintenance words for faults as recommended
620 WPPSTB322 (06.16-89)
14-16
342
$A310
TROUBLE SHOOIlNG MANUAl.
O.
usa.. atT EcAM fIISCi
272-11
TItt VA'-V'E
133-01, P. 401
fAIUD CLOSED
(U." VALVE '01
CHANNEL I, Rl&KT
zn-19
ValVE fOR CtWnfa.
A). SPARE
M
27z,..za
FAlft.T(S) (351-15,
IVA SYSTEM
351-20 ...... ]5' .. 25).
,A"'" ,ElfORM ,pEeIFlEO
CORRECnV ACTIOM
7M'
STABILIty
aLEED $TSTEII

,AILED
27z...zz
STAn BLED
I '!!.SFOA fAULTtS)
SYSTEM ,AlLE.
(354-16, 35<\-1$).
0
PERFO,.. SPftIntD
tORRECTIVE ACTIOI'.
212"23 2-5 "m:a; ....
2-5 BLED
I fAI,LTS 051-16
,,uLO
351-21 AHb 351-26).
,ER,OR" SPEeIflEI
. CORRECTIVE ACTION
E< .. j Zn-Z4 acTuAl.
. l PER ""'" 3Z<o01 ,.
2-5 aUED IN
BlOOC: 401. Z POSITIOH _
....

----I WORDS FOR POSSIBl.
IHOICAnON Of CAUSE.
272-25
,ERfORM ACTION 'PECI-
ENGINE SURGE
FlEO IN tslll 71-00-00.
FAULT SYMPTOMS
(10161101' SURGE).
Figure ,Ot,. (Sheet 9)
: ,. POST INSTALLATION 'AOEC "N 50D438 STO 8'73 21 00
.' ILnZUJ03A60SOO
. .
EfnCTtYIn'- ,-' '401..500,
FAULT ISOl.ATION'
Page 169 0
Dec 01/81
KSSU
Printed in fune.
CT 12784
6-89
14 .. 17
343
GENERAL PROCEDURE
TROUBLESHOOTING MANUAL (ContInued)
Procedure:
Label 354 Bit 15 in the Troubleshooting Manual refer-
ences the Airframe Maintenance Manual (AMM) pro- -..
cedure to remove and replace start bleed/stability
bleed solenoid. ..
" .. -
FOR TRAINING PURPOSES ONLY .
820 WPPSTB322 (06-16-89)
14-18
344
$ A310 TROUBt.ESHOOI1NG MANUAL
o
ru LABEL 8IT

354""
OVS' AND fun.. METERING UtlIT
SOUNOIO
GVElS,EE. SOUNOJD.
" ....... IOUND
eMA I 11'1 PI PINS " W
YES
, TO V4 ,2 PINS AND
t-=-
1 112 P4 PINS " AND I 'oo BLOae .01.
I TO US " PINS "Nt . OOES fAULT PERSIST t
,.
n'
354-15
I BlEED sar.!-' STAU aUD
NOlt PER NIl 15 .. SS-05, ANI SnIT IUt./STABI"
IOUNOID
P ... OOC 401. UlY "W SOlENOlI. -
..........
CMA 1 tn PI PINS C ANO
DOES fAll.T PERStST t
TO 11ft ,. PINS
eH' I lIZ PIt PINS C ANO
I TO us ", PIn 'J
"AI. 4.

YES
feU1'
354-16
I ::' START BLEf.DlSTABI-
STA8lLln ILU
I PEl AM 75-35-05,
SOI..ENOIO
un 8L.Rfo $DUNDID..
WUPAITCIUNO
P. 8l.OCK 401.
cHA 1 V1 ,1 'INS AMt
DOES fAlLT PERSIST t
A TO 114 P4 "N5 lAND
o
'I.
CHI , lIZ P4 PINS 0 AND
A TO W5 ", PH T AND
'I.
n'
.... " I I 8ET\1EEN EEe
fOC SOUNOID
AND fUl./OIL COOLER
Sot.ENOI. PER AM
BY ,m VAL! $01..91010 YRAPAIOUND
79-21-11, 'oo 81..0CK 1001
CM" : V1 pI PINS I AND
DOES fAULT PERSIST'
S TO \l3 '5 PINS 1 AMD
z.
eKe I U2 P4 PVlS R AND
S TO W5 P5 PINS 1 AND
Z.
figur. 1 D4 (Sh .t 44)
8L732100SA7IDOO :: h :.... POST INSTALlATION fADEe pIN SOD431 STI 8'73.21. 00

o IEFfECTIVITY 401-500,
OW printed tn franct!
FAULT 1501.A11011
Page 204
Dec 01/A
CT 12786
6-89
14-19
345
MAINTENANCE MANUAL
Purpose:
GENERAL PROCEDURE
eThe maintenance manual is designed to provide main-
tenance crews with specific removal, installation, re-
pair, and testing procedures.
Procedure:
e Look up procedures in the maintenance manual and
perform the stated maintenance tasks.
Examples:
e Chapter 75-35-05, page block 401
620 WPPS"T932:2 (O6-.16-89)
14-20
346
o
o
o
InITfSTAlts.m I.!!! 'IllVI SOL'l!OJ' 1!!!!?WlI1!!ST.llUTJf!I
..
I. *urbl No.fioCB.OO1
C. _nial 1Io.J06.-OQJ
I.
I.
Circuit Ir .... .,. Slf,ty Cl tp
OU, CI.t. TO-OO-OO)
LwiCMt, 'ht. 70-(l0<.00)
TorM IIr'Mch
aalkn
I f.
I
Carro,ion ... i.urrt ItH1. LocI!.wir.
(.Q.J2,4ooQZ) CI,t. 7CHICHX)
"'.rencH
1'1-00-00, Po alock 50
.. nu-oa, Po "od!:: 3D1
.. 7Z-a:J..05, Po 'lock 401
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'l.t. 'i 40. ,
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at ...... ,.1.y , o'cLocl PO.'t ""'fuU, rMOVe 'i,..,. ..,. apac:w
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lilt ,.....rMMt, _ , ..... UMd) ...... cerN .it)) .... iw c.-- .
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brl ... It r .... ..s.ur of r.t.,. v.l ... Jbow tot ..... id. a.ove bolt,..
tpaClr and nut ...... itiOft W:It ellM of IObneid.
.C')'-.v. loeb"'. Md dilconnect blttel: vIL". ,Lbt C-..ul ....... ."..,
fro. t_ t .. r ....w.rd of .. l ..... id and fro- v.L". cent'"' tdapt.,.
Loutld Ibove tol ..... id. IMOW t_ ...... 'n.UU iW'"flICU"" cLoaur .. .
(5)......,. Lock",,.. end di.COMHt bLttd v.Lv. .. tube C .. r"" pr ....... )
fro. .. t .... t of .. LMOid,. aNI fro. t.L.,. v.L .... forwrd .,.tlff'
ebove IMtlt,..id ...",. MId: 'n.tIU ,..otKt''It do....,. ...
(6)I ...... locbit . aNI two tubn fr. t .,. of toltnoid.
t"ICTMty .... '000.
, ..
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75-35-05
'10' 60'
ftc DUll
MAINTENANCE MANUAL
CT 12787
6-89
14-21
347
FADEC/EEC GROUND RETEST
Purpose:
GENERAL PROCEDURE
The FADECIEEC ground retest enables the mainte-
nance crews to confirm that faults have been resolved.
Procedure:
Perform the FADECIEEC ground test to confirm fault
resolution.
If the fault is resolved, the channel A display will go
back to the last flight leg with a fault. .
620 WPPST8322 (06--16-89)
14-22
348
STATUS
MODE
c:::;>
MAINTENANCE
MODE
c:::;>
472VU PANEL
ENG ,.--r!OEe---.
B ~
e I
(
5
I
orr
o
(NG I
472VU PANEL
, ,-
FADEC GND TEST
CHA CHB
270 OF41 OF01
271 7100 7100
272 0000 0000
273 0200
' 0200
274 0000 0000
3SO 0000 0000
351 0000
0000
352
0000 0000
353 0000
0000
354 0000 0000
LEFT ECAM
FADEC GND TEST
CHA
CHB
270 XXXX XXXX
271 XXXX XXXX
272 XXXX XXXX
273 XXXX XXXX
274 XXXX XXXX
350 0000
1000
351 0010 0000
352 0000
0000
353 0000 0000
354 0000 0000
.6. FL -3
-5
LEFT ECAM
,-
FADEC GND TEST
CHA CHB
EPRTO 1.S04 1.S04
PAMB PSI 14.429 14.429
P2 PSI 14.430 14.430
PB PSI 14.50 14.50
P5 PSI 14.400 14.400
T2C 14.7 14.7
T3 C 21.2 21.2
TFC 2S.1 25.1
TOIL C 24.8 24.8
TRA DEG. 37.0 37.0
SVA% 100.1 100.1
TCC% 1.2 1.2
AOC% 100.0 100.0
825% 100.0 100.0
Rev % O.S 0.5
RIGHT ECAM
FADEC GND TEST
EPRTO
CHA CHB
XXXX XXXX
PAMB PSI XXXX XXXX
P2 PSI XXXX XXXX
PB PSI XXXX XXXX
PS PSI XXXX XXXX
T2 C
,XXXX XXXX
T3C XXXX XXXX
TFC XXXX XXXX
TOIL C XXXX XXXX
TRA DEG. XXXX XXXX
SVA% XXXX XXXX
TCC% XXXX XXXX
AOC% XXXX XXXX
B2S% XXXX XXXX
Rev 0/0 XXXX XXXX
RIGHT ECAM
FADEC/EEC GROUND TEST OPERATION
CT 12783
6-89
14-23
349
DISPATCH STATUS
Purpose:
GENERAL PROCEDURE
Dispatch status releases an aircraft for service, after
having resolved all fault messages. .
Procedure:
Record dispa.tch status in aircraft log book
620 WPPSTB322 (06-1U9)
14-24
350
FADEC GROUND
TEST: DISPATCH
DATE: ___ _
AIRCRAFT.
LOGBOOK
. DISPATCH STATUS
STATUS
LEFT ECAM DISPLA V
CT12629
10-88
14-25
351
FLIGHT
CREW
OBSERVATION
MAINTENANCE
CREW
OBSERVATION
STATUS
NONE
FADEC GND TEST
CHA CHB
270 OF41 ---- . OF01
271 7100 7100
.272
_.".
0000 - 0000
273 . 0000 -
0000
274 0100 0100
350 0000 0000
351 0000
. 0000
352 0000 0000
353 0000 0000
. 354 0000 0000
TEST LEFT ECAM
270
271
272
273
274
350
351
352
353
354
~ F L
NONE
AIRCRAFT
LOGBOOK
FADEC GND TEST
CHA CHB
XXXX
XXXX .
Xxxx XXXX
XXXX XXXX
XXXX XXXX
XXXX XXXX
0000 0000
0000 0000
0000 0000
0000 0000
0200 0080
5 15
B I T E ~ L E F T ECAM
PRACTICE EXERCISE - 1
CT12732
4-89
14-26
352
HEX
CHANNEL LABEL DIGIT BIT
SET
..m. MEANING/CORRECTIVE ACTION
PRACTICE EXERCISE WORKSHEET
620 WPPSTB322 (06-16--89-)
CT 12740T
14-27
353
DURING THE STATIC GROUND TEST, THE FOLLOWING DISCRETE DATA BIT PATTERNS
WILL BE TRANSMITTED BY THE FADEC AND DISPLAYED BY THE ECAM,
~ ~ - .
IN THE ABSENCE OF FAULTS ..
OCTAL BIT POSITION.
LABEL 29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14
270 0 0 0 X 1 1 1 1 0 X o X 0 0 0 1
271 X X X X X 0 0 1 0 0 0 0 X X 0 0
272 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
273 0 0 0 0 0 0 X 0 0 0 0 0 0 0 0 0
274 0 0 0 0 0 0 0 X X 0 0 0 0 0 0 0
-
350 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
351 0 0 0 o 0 0 0 O. 00 0 0 0 0 0 0
352 0 0 0 0 0 0 0 o 0 0 0 o 0 0 0 0
353 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0
..
354 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
X = VARIABLE CONDITION. EITHER STATE (0 OR 1) COULD BE VALID.
LABEL AND BIT PATTERN
CT12737
6-89
14-28
354
STUDENT NOTE PAGE
620 WPPSTB322 (06-16-89)
14-29
355
FUGHT
CREW
OBSERVATION
MAINTENANCE
CREW
OBSERVATION
STATUS
ENG 1
FADEC CH.A FAULT
ENG1 ..
FADEC CH.B FAULT
. ..-
-- -- '-
.
FADEC GND TEST .
CHA CHB
270
OF41 . QFQl
271 7100 7100
272 0000 0000
273 0000 . 0000
274
0100 . 0100
350 0000 0000
351 0000
.. 0000
352 0000 0000
353 0000 0000
354 0000 0000
.._-,.-
TEST LEFT ECAM
.. .
.
.
...
...
"CHANNEL A&B
FAULT MESSAGE"
AFTER TOUCHDOWN
. AIRCRAFT
LOGBOOK
FADECGNDTEST
CHA CHB
270 XXXX XXXX
271 . XXXX XXXX
272 XXXX XXXX
.273 XXXX XXXX
274 XXXX XXXX
350 0014 0014
351 0040 0040
352 0000 0000
353 0000 0000
354 0000 0000
AFL 1 1
BITE LEFT ECAM
CT12734
6-89
PRACTICE EXERCISE - 2
14-30
356
HEX
- - - ---
SET
..IO-
MEANING/CORRECTIVE ACTION
620 WPPSTB322 (06-16-89)
CT12740T
14-31
357
FLIGHT
CREW
OBSERVATION
MAINTENANCE
CREW
OBSERVATION
STATUS
NONE
-
-
-
FADEC-GND TEST
CHA CHB
270 . OC41 OC01
211
-
1100 1100
.212 0000
.. 0000
213 0000 _0000
214 0100 0:100
350 0014 0014
351 0000 0000
352 0020 0020
353 0000 0000
354
0000 0000
TEST-LEFT ECAM_
270
271
212
213
214
350
351
352
353
354
~ F L
NONE
AIRCRAFT
LOGBOOK
FADEC GND TEST
CHA CHB
XXXX XXXX
XXXX XXXX
XXXX
. XXXX
XXXX XXXX
XXXX XXXX
0010 0000
0000 0000
0020 0000
0000 0000
0000 0000
- XXXX
XXX)(
BITE-LEFT ECAM
PRACTICE EXERCISE 3
CT12135
6-89
1432
358
HEX
CHANNEL LABEL DIGIT fill
SET
..IQ MEANING/CORRECTIVE ACTION
620 WPPSTB322 (06-16-89,
CT 12740T
14-33
359
FLIGHT
CREW
OBSERVATION
MAINTENANCE
CREW
OBSERVATION
:
270
271
.272
273
274
350
351
352
353
354
STATUS
--
-
FADEC GND TEST
CHA CHB
~
TEST-LEFT ECAM
270
271
272
,273
274
350
351
352
353
354
AIRCRAFT
LOGBOOK
FADEC GND TEST
CHA
XXXX
XXXX
XXXX
XXXX
XXXX
CHB
XXXX
XXXX
XXXX
XXXX
XXXX
BITE-LEFT ECAM
PRACTICE EXERCISE -
CT12736
6-89
14-34
360
HEX
CHANNEL LABEL DIGIT IDI
SET
..TeL
620 WPP$TB322 (06-16-89)
CT12740T
14-35
361
FLIGHT
CREW

MAINTENANCE
CREW
OBSERVATION
270
271
.272
273
274
350
351
352
353
.354
STATUS
FADEC GND TEST
CHA CHB
TEST-LEFT ECAM
.270
271
272
,273
274
350
351
352
.353
354
AIRCRAFT
LOGBOOK
FADEC GND TEST
CHA CHB
XXXX XXXX
XXXX XXXX
XXXX XXXX
XXXX xxxx ..
XXXX xxxx
BITE,LEFT ECAM
PRACTICE EXERCISE -
Fro TRAINING PURPOSES ONLY
CT12736
6-89
14-36
362
HEX
. - --
SET
..IQ.
-
620 WPPSl"B322 (06<-16-89)
CT12740T
14-37
363
FLIGHT
CREW
OBSERVATION
MAINTENANCE
CREW
OBSERVATION
270
271
272
273
274
350
351
352
353
354
STATUS
FADEC GND TEST
CHA CHB
...
TEST LEFT ECAM
AIRCRAFT
LOGBOOK
FADEC GND TEST
CHA CHB
270 XXXX XXXX .
271 XXXX XXXX
272 XXXX XXXX
273 XXXX XXXX
274 XXXX XXXX
350
351
352
353
354
BITELEFT ECAM
PRACTICE EXERCISE -
..
CT12736
6-89
14-38
364
HEX
SET
..TIL
MEANING/cORRECTIVE ACTION
620 WPPSi'B322 (06--16-89)
CT 12740T
14-39
365
TESTS FOR REPAIRED ENGINES
Purpose:
Tests for repaired engines provide mjnjmum required
testing aft;er engine component repair or replacement,
to ensure an operable power plant.
Tests:
Test No.1 - Pneumatic Leak Test (EBU):
- Starter duct supply
- Aircraft/engine pneumatic system interface
Test No.2 - Ellgine Motoring - Using Starter (Dry):
- Nl, N2 and oil pressure indications, without
engine start
Test No. 2A - Engine Motoring - Using Starter (Wet):
- Fuel and oil distribution systems for leaks .
Test No.3 - Ground Test - Idle Power:
- F ADECIEEC power supply
- FADECIEEC self tests
- Leak checks
- Engine replacement - pretested
620 WPPSTB322 (06-16--89)
Test No.4 - Takeoff Power and
AccelerationIDeceleration Test:
- Engine takeoff power
- 2.5 bleed valve scheduling
- Engine limit protection in primary EPR mode
.;.. Variable stator vane scheduling
Test No.5 - Oil System Static Leak Test:
- Gearbox oil leaks
Test No. 6 - FADECIEEC Idle Test:
- Engine indications verification
- Provides data for FADECIEEC ground testing
Test No.7 - FADECIEEC Static Test:
- FADECIEEC internal self-tests
- Analysis without engine operation
- FADECIEEC fault isolation
14-40
366
Tests (Continued):
Test No.8 - Vibration Survey:
- N1 and N2 vibration
Test No. 9 - Performance Test:
- Engine performance
- EGTmargin
- Compressor surge margin
- Rotor speeds ...... .
- Turbine cooling
- . Bearing thrust loadmg
ENGINE FAULT ISOLATION'--'
TESTS FOR REPAIRED ENGINES
Test No. 10 - Replacement Engine Test (Untested):
~ L e a k c h e c k
. -Power check
Test No. 11 - Engine Vacuum Test:
- Bearing compartment airflow checks
Test No. 12 - Main Oil Pressure Test (Pretested):
- Oil pressure adjustment
620 WPPSTB322 (06.16-89) 14-41
367
PHYSICAL INSPECTION CHECKS
Purpose:
Procedures are provided for checking engine and
components for leakage, damage, and signs of pending
failure.
Inspections:
Borescope
- LPC
- HPC
- Combustion Chamber
- HPT
-LPT
ExtemalVisual
- Engine cases
- Engine external components
- Inlet
-Exhaust
Oil Temperature
- Temperature exceed moc (aOOF)
Oil System Contamjnation
- Metal particles
- Residue/other particles
- . Hydraulic fluid
620 WPPS1'B322 (06-16-89)
Engine Overtemperature
- Burning/deposits
- Distortion/excessive wear
- Fatigue/erosion/cracks.
- Metal particles
Engine Overspeed
- N1 exceeded 1.llA percent ~ rpm)
- N2 exceeded 104 percent (10.300 rpm)
Engine Windmilling
- Engines which have
in-flight shutdown
Foreign Object Damage
- Sand
- Birds
- Volcanic ash
Damaged Engine or Part
- Accidents
windmilled as a result of
- Serious Operational faults
- Impact
- Fire
14-42
368
STUDENT NOTE PAGE
,., .
FOR TRAINING PURPOSES ONLY.
. -:'"
620 WPP$TB322
.... > 14-43
" .. ,
369
LEFt:: BITS HEX BITS. HEX BITS RIGHl BITS
HEX . I--t-..-""""'-/ HEX \---'r-T"-r--4
DIGIT 29282726 DIGIT DIGIT 17161514
o 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0
100011-000:1_1
00 0 1 1.. 0 .. 0. 0 1 ..
2 0 0 1 O 2 0 0 10 2 0 0 1 0 2 0 0 J O. .
.. -" .- ."' .-,".
3 0 0 1 1 - 3 0 0 11 3.. OQ..t.t 3 0 D. t L
4
010040 1 00
,'. . - . _ ..
401.00. 4- 0100
5
50. 1..0 1 5. .0- tO 1
6 011 06 0 11 .0 .. "6.0. 1t 0-6-=-0--11 0- _.
.-
7. 0 1 1 1 .: 70 111 7 .-. 0 1 1 1
7 0 1 1 1
8 1 00.0 8 0. 0. 0.8-1 0. 0.0 8 -1 0. 0 0
9 1 0 0. 1 9 I 1 0 0 1 9 _ 10 0 1 9 1 0.0 1 ..
.. ....
A 1 0 1 0. A 1 0 1 0. I A 1 0 1 o.A 1 0 1 0
B 10.11 B 10.11 B 1011 B 1011
.....
. ..
C 1100 C 110.0 C 1100 C 1100.
o 11010 1101 01101 0 1101
E 1110. E 1110. E 1110 E 1110
E. 1 1 1 1 F 1 1 1 1 F 1 1 1 1 F 1 1 1 1
CT12643
4-89
FADEC/EEC HEXIDECIMAL/BIT CONVERSION TABLE
14-44
370
-j,"
::)
,
I "
620 WPPSTB322 (06-16-89)

i .
-r "",
',\-
, ,
,I. ;
! .,
\'
1
.-....,...--.
STUDENT NOTE PAGE
,.
. .
, ,
'j' , ... ".' ;
) ..
,
.:,
,
! .-....
'. i
ul
I
,
......... c, ..........., .....
.1
,: . ...J-.
,
. -' .'
...",
, 1
.. . ...J,.
.,.! I
-_.-.1;
,
i
..
;.j \ r l ; !
,;
14-45
371
DURING- THE STATIC GROOND THE DATA Brr PATTERNS
WILl-BE TRAt{SMITTED BY THE FADECAND DISPLAYED BY THE ECAM,
IN THE ABS_ENce-OF FAUL TS; . __ --
.. - --
'. --, ... -
" ... ..
''',-.. ,.; .. .--..
OCTAL ' BIT POSITION -
-U"BEL29 282726-,_25 24 2322 21 20 19 18 17 16 15 14
... -"'- . '. -,- -
270- '-'- o-o-ox ,1 ,_ 1 1 1 0 X 0 X 0 0 0 -'1
271 - X-- XX ' X _ X 9,c_ 0 _ 1 0 0 0 0 X X - 0 0
.. " ..
272 0--0- 0 0 ,_0 00 0 0 0 0 0 - 0 0-0- 0
-, '." .
,- 273- - 0-, 0 Q 0 X ___ 0 0 0 0 0 0 0 0 0
274 - 00 -0 0 -0 0 o.X X 0 0 0 0 0 0 0
._- --
350 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
351 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
-.-----.
352 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0
_. -. - '.
353 0 0 0 0
O b
0 0 o 0 0
-0
0 0 0 0
'_ 0 0 0 0
X = VARIABLE CONDITION. EITHER'srATE(O OR 1) COULD BE VAUD.
LABEL AND BIT PATTERN
FO" TRAINING PURPOSES ONL V' -
CT12737
6-89
14-46
372

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