V2500 LINE AND BASE MAINTENANCE

Secondary Air Systems

CHAPTER 11

SECONDARY AIR SYSTEMS

ATA 75

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OBJECTIVES

1. Describe the purpose of the engine Secondary Air Systems.

2. Identify components.
3. Identify Line Replaceable Units (LRUs).

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OVERVIEW

The Secondary Air Systems support the requirements of the engine and
the aircraft. The four systems and their functions are shown in the chart.

System Function

Active Clearance • Improves engine performance by ensuring the HPT and LPT operate
Control (ACC) with optimum turbine blade tip clearances

10th Stage • Provides additional cooling airflow to the rear face of the HPT Stage 1
Make-up Air disk, front face of the HPT Stage 2 disk, and HPT Stage 2 blades

Aircraft Services
• Supplies the aircraft with bleed air taken from HPC stages 7 and 10
Air Off-take

Air Cooled Air • Uses cooled HPC12 air for cooling and sealing the No. 4 Bearing
Cooler (ACAC) compartment

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SECONDARY AIR SYSTEMS (RIGHT SIDE)

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SECONDARY AIR SYSTEMS (LEFT SIDE)

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ACTIVE CLEARANCE CONTROL (ACC) SYSTEM

The ACC system improves engine performance by ensuring the The operating actuator moves the linkage that controls the
HPT and LPT operate with optimum turbine blade tip clearances. HPT/LPT air valves for the LPT and HPT case cooling.

The ACC System sends a controlled flow of cooling air to reduce The HPT and LPT casings are cooled by fan bypass air.
the thermal growth of the turbine casings. This minimizes the
increase in turbine blade tip clearances that would otherwise occur Failsafe Position
during the climb and cruise stages.
In the event of fuel pressure loss and/or EEC power failure, the
ACC air valves will adopt the following failsafe positions.
The ACC system consists of the following:

• ACC actuator • LPT is (-) 44% open

• HPT/LPT ACC air valves • HPT is closed.

• LPT/HPT cooling manifolds.

The EEC controls the ACC system as a function of corrected N2

and aircraft altitude parameters.

The ACC operating actuator is located on the core engine. The

operating actuator moves in a linear motion by fuel pressure. A
Linear Variable Differential Transformer (LVDT) provides the EEC
with actuator position feedback.

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ACTIVE CLEARANCE CONTROL (ACC) SYSTEM

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Safety Conditions

DO NOT LET ENGINE FUEL STAY ON YOUR SKIN FOR A LONG TIME. FLUSH
ACTIVE CLEARANCE CONTROL SYSTEM THE FUEL FROM YOUR SKIN WITH WATER. THE FUEL IS POISONOUS AND
CAN GO THROUGH YOUR SKIN AND INTO YOUR BODY.
(ACC) COMPONENTS
BE CAREFUL WHEN YOU WORK ON THE ENGINE COMPONENTS
ACC Actuator IMMEDIATELY AFTER THE ENGINE IS SHUT DOWN. THE ENGINE
COMPONENTS CAN STAY HOT FOR UP TO ONE HOUR.

Purpose: THE THRUST REVERSER HYDRAULIC CONTROL UNIT (HCU) MUST BE

DEACTIVATED BEFORE WORKING ON OR AROUND THE THRUST
The ACC actuator moves the HPT/LPT ACC air valves to vary the REVERSER. FAILURE TO DEACTIVATE THE HCU CAN RESULT IN
INADVERTENT THRUST REVERSER OPERATION AND INJURY TO
LPT and HPT cooling airflows. PERSONNEL AND/OR DAMAGE TO EQUIPMENT.

Location:

The actuator is mounted on the right hand side of the HP DO NOT LET ENGINE FUEL OR OIL FALL ON THE ENGINE. UNWANTED FUEL
compressor casing at 5:00. OR OIL MUST BE REMOVED IMMEDIATELY WITH A CLEAN, LINT-FREE
CLOTH. THE FUEL OR OIL CAN CAUSE DAMAGE TO THE SURFACE
Description: PROTECTION AND TO SOME PARTS.

DO NOT PUT FUEL THAT HAS BEEN DRAINED FROM THE ENGINE BACK
The ACC actuator consists of the following: INTO THE FUEL SYSTEM.

• linear motion, two-directional piston

• dual track LVDT

• electro hydraulic torque motor

• filter.

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ACC ACTUATOR (1 OF 2)

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ACTIVE CLEARANCE CONTROL SYSTEM

(ACC) COMPONENTS

ACC Actuator (Cont.)

Operation:

The ACC actuator receives EEC signals to control the torque motor.
The torque motor directs high pressure fuel to one of the two piston
sides when it receives the EEC command signal.

The push-pull rod that links the ACC actuator and the HPT/LPT
ACC air valves will move due to piston movement. The LVDT
provides piston position to the EEC.

At engine shutdown or nil servo pressure, a spring in the ACC

actuator forces the piston to the failsafe position.

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ACC ACTUATOR (2 OF 2)

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Safety Conditions
.

LOOK THROUGH THE VALVE BODY FROM THE FRONT SIDE TO MAKE
ACTIVE CLEARANCE CONTROL SYSTEM SURE THE ACC SEAL STAYS IN POSITION WHILE YOU INSTALL THE
(ACC) COMPONENTS (Cont.) HPT/LPT ACC AIR VALVE TO THE TURBINE CLG MANIFOLD ASSEMBLY.

TO PREVENT DAMAGE TO THE SEALS, MAKE SURE THAT THE ACC SEAL
HPT/LPT ACC Air Valves AND THE LPT MANIFOLD PERISEAL ARE IN THEIR CORRECT POSITIONS.

Purpose:

The HPT/LPT ACC air valves receive ducted air from the fan
bypass stream. The valves regulate the fan air flow rate per ACC
actuator input to the LPT and HPT ACC manifolds.

Location:

The valves are mounted on the right hand side of the diffuser case
at 5:00.

Description:

The ACC air valves consist of an HPT and an LPT valve.

The two valves are designed to allow the optimum airflow to the
respective casings. The failsafe position is closed for the HPT valve
and -44% open for the LPT valve.

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HPT/LPT ACC AIR VALVES

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ACTIVE CLEARANCE CONTROL SYSTEM

(ACC) COMPONENTS

HPT/LPT ACC Air Valves (Cont.)

Operation: Positions D and E

The graph represents the conditions of engine operation and the Typically positions D and E represent cruise and top of descent
resulting effect on modulating air control valve position. conditions. These positions are altitude dependent. The HPT ACC
valve for position D is 30 percent. For position E it is fully open. The
Position A LPT ACC valve is fully open for both D and E.

In Position A, the failsafe position, the engine is shut down. The

HPT ACC air valve is closed and the LPT ACC air valve is at
-44 percent

Position B

Position B represents the engine in the idle position. Both the HPT
and the LPT ACC air valves are closed.

Position C

Typically, Position C represents a take-off condition. This position is

altitude dependent. The HPT ACC air valve is starting to open, and
the LPT ACC air valve is at 70 percent open.

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ACC SYSTEM VALVE POSITIONS AND OPERATING SCHEDULE

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ACTIVE CLEARANCE CONTROL SYSTEM

(ACC) COMPONENTS (Cont.)

HPT/LPT ACC Manifold and Tube Assemblies

Purpose: Operation:

The HPT/LPT ACC manifold and tube assemblies distribute and
impinge cooling air onto the turbine casing to reduce the gap
between rotor blade tip and the rotor path.
Location:
The HPT ACC manifold is located on the HPT casing. The LPT
ACC manifold is located on the LPT casing.
The HPT ACC manifold is attached to the HPT ACC air valve. The
manifold distributes air for cooling into four perforated tubes located
on each side of the HPT case.
The LPT ACC manifolds are connected by a supply tube to the LPT
ACC air valve. The supply tube directs fan air to both LPT ACC
manifolds, which distribute the air into eight perforated tubes.

Description: Fan air passes through the tube perforations located on the inner
surfaces of the tubes. This action reduces the thermal growth of the
The HPT/LPT ACC manifold and tube assemblies consist of the HP and LP turbine cases.
following:

• one HP turbine ACC manifold

• two LP turbine ACC manifolds and one supply tube

• four HPT ACC perforated tubes

• eight LP ACC perforated tubes.

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HPT/LPT MANIFOLD AND TUBE ASSEMBLIES

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10TH STAGE MAKE-UP AIR SYSTEM

The 10th Stage Make-up Air System provides cooling airflow to the The solenoid is de-energized when the valve is in the open position,
rear face of the HPT Stage 1 disk, the front face of the HPT Stage 2 which is also the failsafe position.
disk, and the HPT Stage 2 blades.
A micro switch provides the positional feedback signal to the EEC
The 10th
Stage Make-up Air System consists of the following indicating whether the valve is open or closed. The valve is open for
components: all flight/engine operation conditions except cruise, when the valve
is closed.
• EEC control

• make-up valve control solenoid NOTE

• two position-type on/off valve The 10th Stage make-up valve was removed from new production
beginning with engine serial number V10950. Incorporation of SB
• micro switch positional feedback 75-0081 also removes the valve from engines that were originally
equipped with it.
• two supply tubes.

The EEC uses corrected N2 and altitude to operate the control

solenoid. The control solenoid manages the flow of P3 (HPC Stage
12) air, which is used as the pneumatic operating medium for the
make-up valve.

The two-position make-up air valve either opens to allow the flow of
Stage 10 air or closes for no air flow.

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10th STAGE MAKE-UP AIR VALVE SYSTEM COMPONENTS

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10TH STAGE MAKE-UP AIR SYSTEM COMPONENTS

10th Stage Make-up Valve

Purpose: The valve body has the following features:

The 10th Stage make-up valve supplies supplemental air to normal • connection to service line that provides P3 air supply to open
airflows around the No. 4 Bearing housing and the HPT disks and the valve
blades.
• connection to No. 4 Bearing scavenge valve to provide 10th
Location:
Stage operating pressure
The make-up valve is located at the top of the HPC casing.
• two outlet ports to supply 10th Stage air through two supply
Description: tubes.
The Stage 10 make-up valve consists of an operating piston, a
Operation:
valve body, and micro switch feedback.

The valve is a two-position type that can either allow flow of HPC Servo air (P3) is used to close the valve.
Stage 10 air or cut it off. There is no modulation.
The micro switch provides positional feedback for the piston.
The operating piston is spring-loaded to the failsafe, open position
when servo air is not present in the piston chamber.

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10TH STAGE MAKE-UP VALVE

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10TH STAGE MAKE-UP AIR SYSTEM COMPONENTS

(Cont.)

Control Solenoid Valve

Purpose:

The control solenoid valve manages the flow of P3 servo air

pressure to the make-up air valve.

Location:

The control solenoid valve is located on the right hand side of the
fan case at approximately 4:00 as viewed from the rear.

Description:

The control solenoid valve consists of a solenoid core, plunger,

piston, and inlet valve.

The control valve directs the flow of P3 pressure to close the make-
up valve when it is energized.

The EEC constantly monitors corrected N2 and pressure altitude.

The make-up valve is commanded open during all flight conditions,

except during cruise when it is shut.

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CONTROL SOLENOID VALVE

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10TH STAGE MAKE-UP AIR SYSTEM COMPONENTS

Control Solenoid Valve (Cont.)

10th Stage Make-up Valve Closed

Operation:

When the solenoid is energized, the plunger is pulled onto the

solenoid core to close the servo vent. HPC 12 (P3) servo air can
now pass to the rear of the piston. P3 servo air and piston spring
pressure move the piston against the inlet valve. The piston moves
the inlet valve, allowing the P3 servo air to flow out through the
service line that is connected to the 10th Stage make-up valve.

The P3 servo air pressure enters the valve through the service line
and pushes the 10th Stage valve piston downward against its spring
pressure to close the valve.

The micro switch contacts are broken and a feedback signal is sent
to the EEC.

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10TH STAGE MAKE UP AIR VALVE SYSTEM OPERATION – CLOSED

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10TH STAGE MAKE-UP AIR SYSTEM COMPONENTS

Control Solenoid Valve (Cont.)

10th Stage Make-up Valve Open

Operation: Failsafe Position

When the solenoid is de-energized, the plunger is forced away from
the solenoid core by spring pressure. This action opens the servo
vent and blocks P3 air from reaching the rear side of the piston. As
a result, P3 air that was present on the rear side of the piston is
allowed to escape through the servo vent.
In the failsafe position the valve is open. This occurs when the
solenoid is de-energized or has a loss of servo P3 pressure to the
valve.

Servo air pressure on the front side of the piston moves the piston
away from contact with the inlet valve and allows it to close. The
service line is now connected to the exhaust vent, allowing P3 air to
escape.

P3 air is removed from the 10th Stage make-up valve piston. Then
the spring acting on the valve piston forces it to move and open the
make-up valve orifice. 10th Stage air will be allowed to flow into both
supply tubes.

The micro switch contacts are made and a feedback signal is sent
to the EEC.

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10TH STAGE MAKE UP AIR VALVE SYSTEM OPERATION – OPEN

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AIRCRAFT SERVICES AIR OFF-TAKE SYSTEM

The Aircraft Services Air Off-Take System provides engine-ducted The BMC receives information from the following components:
air supply to the following aircraft systems:
• Temperature Limiting Thermostat TLT
• Cabin Pressurization and Air Conditioning
• Temperature Controlling Thermostat TCT
• Wing Leading Edge Anti-icing
• Pressure sensor downstream of the HPV
• Engine Cross Bleeding Starting
• Pressure sensor downstream of the PRV
• Hydraulic Reservoir and Water Tank Pressurization.

The bleed air pre-cooler utilizes fan bypass air to cool HPC bleed
air to an acceptable temperature before it enters the Environmental
Control System (ECS). HPC air is then ducted toward Aircraft
Services.

The Aircraft Services Air Off-Take System uses the Bleed

Monitoring Computer (BMC) to monitor the opening and closing of
the components listed below.

• Over Pressurization Valve OPV

• Pressure Regulating Valve PRV
• Fan Air Valve FAV
• High Pressure Valve HPV

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AIRCRAFT SERVICES AIR OFF-TAKE COMPONENTS

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AIRCRAFT SERVICES AIR OFF-TAKE SYSTEM (Cont.)
Bleed air off-takes are taken from the HPC Stage 7 for high power
conditions and from the HPC Stage 10 for low power conditions.
The HPC Stage 7 off-take has a Non-Return Valve (NRV) installed
prior to the point where the two off-takes join. The NRV prevents
HPC Stage 10 air from reverse-flowing back into the HPC Stage 7
of the engine.
The HPC Stage 10 off-take has a control valve called the High
Pressure Valve (HPV). The HPV starts to open at approximately 8
psi and will regulate HPC Stage 10 air to 36+/- 4 psi. The HPV will
close if upstream pressure is greater than 100+/- 5 psi. A micro
switch provides positional feedback to the BMC.
The Pressure Regulating Valve (PRV) is located after the two off-
takes. The PRV is controlled by a switch in the flight deck.
The PRV is spring-loaded closed when the engine is shut down.
The PRV starts to open at approximately 8 psi and will regulate
airflow to 44 +/- 4 psi. A pneumatic sense line connects the PRV
with the HPV to make sure the HPV is closed when the PRV is
commanded closed. A micro switch provides positional feedback to
the BMC.
The Over Pressurization Valve (OPV) protects the system against
excessive pressure. The OPV will start to close at 75 psi
(depending on mod standard 79 psi).
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The OPV will be fully closed at 85 psi and will reopen at 35 psi
(depending on mod standard 20–57 psi).
The Temperature Limiting Thermostat (TLT) controls the PRV when
an over temperature situation occurs. The TLT will start to close the
PRV to reduce pressure at 245°C. The TLT over temperature is
247°C. Above this value it will reduce PRV pressure to 17.5 psi.
The TLT maximum temperature is 257°+/- 3 C. After a 60-second
delay above this value, the PRV is closed by the BMC.
The Temperature Controlling Thermostat (TCT) controls the Fan Air
Valve (FAV). The TCT will regulate the temperature of the air
entering the aircraft system to 200 +/- 15 deg.C. The TCT controls
the opening/closing of the FAV to regulate the fan airflow through
the pre-cooler.
Two pressure sensors provide feedback pressure signals to the
BMC for monitoring purposes. One sensor monitors pressure
downstream of the HPV and the other sensor monitors pressure
downstream of the PRV.
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AIRCRAFT SERVICES AIR OFF-TAKE SYSTEM OPERATION

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AIRCRAFT SERVICES AIR OFF-TAKE SYSTEM

COMPONENTS

Cabin Bleed Air Solenoid This ensures the HPV is fully closed and prevents unnecessary HP
air bleed from the compressor when the following conditions exist:
Purpose:
• engine is above idle
The Cabin Bleed Air Solenoid keeps the HPV closed during cruise,
reducing fuel consumption. • P3 is greater than or equal to 110 psi

Location: • wing anti-ice is not selected

The solenoid is located on the RH side of the fan case at 3:00.
Description:
The Cabin Bleed Air Solenoid consists of a servo vent body, solenoid
housing, and valve body secured together by four bolts.
The solenoid is connected to the sense line that joins the PRV and
HPV.
Operation:
When the solenoid is energized, the sense line between the HPV and
the PRV is allowed to be vented to the atmosphere through an opening
on the solenoid body.
• normal bleed configuration (2 bleeds, 2 packs)
• altitude over 15,000 ft.
When the solenoid is de-energized, it does not allow venting of the
sense line, resulting in control of the HP valve reverting to the
aircraft ECS.
NOTE
The cabin air solenoid appears similar to the HPC solenoids but
operates differently. In addition, the harness connector is identical to
those utilized on the HPC solenoids. Care must be taken to ensure
that the correct solenoid is installed at the correct position.

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CABIN BLEED AIR SOLENOID

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AIRCRAFT SERVICES AIR OFF-TAKE SYSTEM

COMPONENTS (Cont.)

Air Cooled Air Cooler (ACAC) Operation:

Purpose:
The ACAC precools the HPC12 air to provide cooling, sealing,
pressurizing, and scavenging to the No. 4 Bearing chamber. The
ACAC uses fan bypass air as the bypass medium.
Location:
The ACAC is located on the bottom LH side of the turbine casing at
7:00 as viewed from the rear.
Description:
The ACAC uses a brazed, tubular construction with a number of “U”
shaped tubes. HPC12 air passes through the U-shaped tubes and
cooling fan air flows over. Tubes are secured at their open ends to a
header plate where the HPC12 air inlet and outlet connections are
made, and pass through a series of baffle plates that provide
support across the length of the ACAC.
1. Fan bypass airflow used by the ACAC extracts heat from the
HPC12 air. The HPC12 is taken off the engine through a single
tube.
2. The HPC12 air enters the ACAC, where the heat exchange
process takes place between the fan bypass air and the hot
HPC12 air.
3. The fan bypass air is ejected into the atmosphere. The cooled
HPC12 air, called buffer air, leaves the ACAC and is distributed
to the center bearing compartment through three tubes. The
tubes enter the diffuser case at 12:00, 3:00, and 9:00.
4. The buffer air enters the cooling jacket of the center bearing
chamber. The buffer air protects the No. 4 Bearing from
excessive heat exposure. The buffer air seals the bearing
compartment to prevent oil loss. This pressurization enables
scavenging of the oil and air from the bearing chamber to the
deoiler.

The center bearing compartment does not have an oil

scavenge pump.

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AIR COOLED AIR COOLER (ACAC)

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HPT AND LPT ACTIVE CLEARANCE CONTROL (ACC)

SYSTEM HARNESS

HPT and LPT ACC System harness electrical connections are

shown on the next page.

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HPT/LPT ACC SYSTEM HARNESS

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MISCELLANEOUS ELECTRICAL SYSTEMS HARNESSES

Miscellaneous electrical systems harnesses systems are shown

below.

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MISCELLANEOUS ELECTRICAL SYSTEMS HARNESSES

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