PHASE 5

CHAPTER 70 – POWERPLANT CFM

GENERAL

• CFM 56-5A RATED FOR 22000-28000 LBS OF THRUST AT ISA +15 DEG C
(5A1 FLAT RATED AT 25000 LBS)
• THRUST RATING DEFINED BY ENGINE PROGRAMMING PLUG DATA
• FLAT RATED – PRODUCE T/O THRUST AT STANDARD SEA LEVEL
CONDITIONS BEFORE THROTTLE IS ADVANCED TO FULL POWER
POSITION
• ENGINE ATTACHED BY 2 MOUNTS. FWD MOUNT TRANSMITS LOAD
IN ALL DIRECTIONS EXCEPT AXIAL LOAD. AFT MOUNT TRANSMITS
LOAD IN ALL DIRECTION EXCEPT LONGITUDINAL LOADS TO ALLOW
FOR THERMAL EXPANSION
• THRUST REVERSER C DUCT COWLS OPERATED BY HYD PX VIA A
HAND PUMP
• EXHAUST = PRIMARY NOZZLE + CENTERBODY
• ANTI ICE VALVE ACCESS DOOR ON RH NACELLE
• AERODYNAMIC STRAKE INSTALLED ONLY ON FUSELAGE SIDE OF
FAN COWL
• STARTER VALVE ACCESS PANEL ON RH FAN COWL

DRAIN SYSTEM

• 3 PYLON DRAINS FOR RESIDUAL AIR, FUEL, HYDRAULIC OR WATER

• DRAIN MAST AND MANIFOLD ATTACHED TO AFT OF ACCESSORY
GEARBOX
• CONSISTS OF 4 COLLECTOR CELLS AND 2 HOLDING TANKS
• PX VALVE OPENS AT 200 KTS AND PRESSURISES THE HOLDING
TANKS WHICH IN TURN FORCES COLLECTED FLUID TO DRAIN
• DRAIN MAST IS DESIGNED TO SHEAR BELOW THE FAN COWL
SURFACE TO PROTECT THE GEARBOX
• FAN AREA DRAIN SYSTEM – IDG, STARTER, FUEL PUMP, HMU,
ACCESSORY GEARBOX, FWD SUMP, FCOC AND FRV
• CORE AREA DRAIN SYSTEM – VBV, VSV, TCC, FUEL NOZZLE SHROUD,
FIRE SHIELD (6 O’CLOCK POSITION)

NACELLE

• FAN COWLS ATTACHED BY 3 HINGES AND 3 LATCHES

• OPENING ANGLE 42 DEG AND 55 DEG
• C DUCT COWLS ATTACHED BY 3 HINGES AND 4 LATCHES. OPENED
HYDRAULICALLY AND SECURED BY STAY RODS
• OPENING ANGLE 35 DEG (WITH SLATS EXTENDED) AND 45 DEG
 • FOR ENGINE CHANGE, SLATS MUST BE FULLY RETRACTED AND C
DUCT OPENED TO MAX ANGLE OF 45 DEG
• CENTERBODY PROVIDES ENGINE CENTER VENTING
• FWD MOUNT ATTACHED TO HP COMP CASE
• AFT MOUNT ATTACHED TO TURBINE REAR FRAME
• FLUID DISCONNECT PANEL LOCATED LH UPPER FAN CASE. ALLOWS
QUICK DISONNECT FACILITY FOR FUEL AND HYD LINES
• FAN ELECTRICAL CONNECTOR PANEL LOCATED RH UPPER FAN
CASE
• CORE ELECTRICAL CONNECTOR PANEL LOCATED RH OF FWD
MOUNT

ENGINE

• MODULAR DESIGN WITH 4 MAJOR PARTS: FAN+LP COMP, HP

COMP+COMBUSTION CHAMBER+HP TURBINE, LP TURBINE+REAR
CASING, ACCESSORY GEARBOX
• LP SHAFT (N1 ROTOR) MOUNTED ON 3 BEARINGS (1 BALL, 2 ROLLER,
3 ROLLER+BALL) AND CONSISTS OF FAN + 4 STAGE LP COMP AND
TURBINE
• HP SHAFT (N2 ROTOR) MOUNTED ON 2 BEARINGS (1 ROLLER+BALL, 2
ROLLER) AND CONSISTS OF 9 STAGE HP COMP AND 1 STAGE HP
TURBINE
• ANNULAR COMBUSTION CHAMBER WITH 20 FUEL NOZZLES AND 2
IGNITER PLUGS
• 9 BOROSCOPE POINTS. POSITION LOCATED AFT LOOKING FWD
CLOCKWISE. HP TURBINE BLADES INSPECTED FROM IGNITER PLUG
HOLES
• ACCESSORY GEARBOX DRIVEN BY HP SHAFT (N2 ROTOR) VIA THE
TRANSFER GEARBOX

FUEL SYSTEM

• PROVIDES FUEL FOR COMBUSTION AND FOR SERVO CONTROL OF

COMPRESSOR AND ACTIVE CLEARANCE SYSTEM
• FUEL FLOW – TANKÆLP VALVEÆLP PUMPÆFCOCÆFILTERÆHP
PUMPÆWASH FILTERÆHMU
• FUEL FLOW (WITHIN HMU) – METERING VALVEÆPRESSURISING AND
SHUT OFF VALVE (HP VALVE)ÆFUEL FLOW METERÆBURNER
STAGING VALVE
• METERING VALVE IS CONTROLLED BY THE ENGINE CONTROL UNIT
TO OBTAIN N1 SET EITHER BY THE THROTTLE LEVER OR THE AUTO
THRUST SYSTEM
 • BSV CONTROLLED BY BSV SOLENOID WITHIN THE HMU. IT CLOSES
ONE MANIFOLD (10 NOZZLES) UNDER LOW FUEL FLOW TO IMPROVE
THE FUEL SPRAY PATTERN. FAIL SAFE IN OPEN POSITION
• ON ENGINE SHUT DOWN, LP AND HP VALVE CLOSE, HMU
HYDRAULICALLY SIGNALS FRV TO OPEN
• SERVO FUEL FOR THE HMU IS SUPPLIED FROM THE WASH FILTER
VIA SERVO FUEL HEATER. PART OF THIS FUEL IS ALSO SENT TO THE
FRV FOR MUSCLE PX
• ECU CONTROLS THE SERVO VALVES OF THE HMU USING TORQUE
MOTORS
• HMU BYPAS FUEL AND SERVO RETURN FUEL IS USED FOR IDG
COOLING AND IS RETURNED DOWNSTREAM OF THE LP PUMP FOR
RECIRCULATION
• IF OIL TEMP IS TOO HIGH, ECU OPENS THE FRV TO RELEASE FUEL
BACK TO THE TANK
• ENGINE OIL TEMP IS USED AS FUEL RETURN VALVE OPERATION
REFERENCE
• TO PREVENT VERY HOT FUEL RETURNING TO THE TANKS, FRV
MIXES COLD FUEL FROM THE LP PUMP SUPPLY. THIS PREVENTS
POSSIBILITY OF RETURN FUEL BOILING
• MAIN FUNCTION OF FRV IS TO MAINTAIN IDG OIL, ENGINE OIL AND
RETURN FUEL TEMP WITHIN LIMITS BY CONTROLLING HMU BYPASS
FUEL
• ECU CONTROLS FRV FUEL FLOW RATE DEPENDING ON ENGINE OIL
TEMP (HIGH FLOW IF OIL IS HOT AND VICE VERSA)
• FRV REMAINS CLOSED DURING ENGINE SHUT DOWN
• DEPENDING ON ENGINE OIL TEMP, EITHER ONE OR BOTH THE
SOLENOIDS IN THE FRV ARE ENERGISED (IN FLIGHT ONLY). THIS
CAUSES THE SHUT OFF VALVE TO OPEN AND PORT FUEL TO THE
TANKS. THE PILOT AND FLOW CONTROL VALVE OPEN
ACCORDINGLY TO METER AMOUNT OF FUEL RETURNED
• SHUT OFF SIGNAL IS SENT TO THE FRV BY THE SHUT OFF VALVE
WITHIN THE HMU
• FRV SHUT OFF VALVE POSITION IS MONITORED BY THE ECU BY 2
POSITION SWITCHES
• FCOC AND SERVO FUEL HEATER ARE PART OF THE SAME ASSEMBLY

FADEC

• FADEC = ECU (1 PER ENGINE – 2 CHANNELS

EACH)+FRV+HMU+STARTER+REVERSER
CONTROL+MONITORING+IDENTIFICATION PLUG
• FADEC POWERED BY A/C ELEC SYSTEM FOR ENGINE START, BACK
UP POWER WITH ENGINE RUNNING AND MAINTENANCE. ABOVE 12%
N2, FADEC IS SELF POWERED BY A DEDICATED ALTERNATOR
 • CHANNEL A AND B ARE IDEPENDENT BUT PERMANENTLY
OPERATIONAL. BOTH HAVE SEPARATE INPUTS (EXCEPT
MONITORING AND INDICATING) AND OUTPUTS. EACH CAN
CONTROL ALL THE SUB SYSTEMS
• INFORMATION IS SHARED BETWEEN BOTH CHANNELS
• IF ONE CHANNEL FAILS, THE AFFECTED CONTROLS ARE SET AT THE
FAIL SAFE OPEN POSITION
• 1 EIU FOR EACH ENGINE LOCATED IN AVIONICS COMP. ACTS AS
DATA CONCENTRATOR FOR INTERFACE WITH A/C SYSTEMS
• IN CASE OF INPUT SIGNAL LOSS, CHANNEL IN CONTROL USES
INFORMATION FROM THE OTHER CHANNEL
• IF ONE WINDING OF A TORUE MOTOR FAILS, CONTROL IS PASSED ON
TO THE OTHER CHANNEL
• FADEC PROVIDES ENGINE POWER MANAGEMENT EITHER BY
THRUST LEVER INPUT OR BY THE AUTO THRUST FUNCTION OF THE
AFS
• FADEC CALCULATES 2 ENGINE IDLE SETTINGS – APPROACH AND
MINIMUM
• FADEC MONITORS EGT, N1 AND N2 (OVERSPEED PROTECTION)
• OPTIMIZES PERFORMANCE BY CONTROLLING FUEL AND AIR FLOW
AND ACTIVE CLEARANCE CONTROL
• FADEC HAS COMPLETE CONTROL OF THE REVERSER. IN CASE OF
FAILURE, REVERSER IS STOWED
• FADEC CONTROLS MANUAL AND AUTO ENGINE START/RESTART
FUNCTION
• IF EIU POWER IS LOST, EIU FAILS AND ENGINE RESTART IS NOT
POSSIBLE. EIU RECEIVES ITS POWER FROM THE ECU
• BETWEEN 12-15% N2, ECU IS POWERED BY A/C ELEC SYS AND ITS
ALTERNATOR
• ECU DEPOWERED 5 MIN AFTER ENGINE SHUTDOWN OR A/C ELEC
POWERUP
• ECU IS DEPOWERED IN CASE ENGINE FIRE P/B IS RELEASED

IGNITION

• EACH ENGINE HAS 2 INDEPENDENT IGNITION SYSTEMS EACH WITH

ITS OWN IGNITION BOX AND IGNITER LEAD
• ECU PROVIDES FULL PROTECTION DURING START SEQUENCE AND
CAN ABORT AT ANY TIME DURING AN AUTO START FUNCTION
• STARTER IS PNEUMATICALLY OPERATED AND DRIVES THE HP
ROTOR UP TO NOMINAL SPEED
• IN AUTO START FUNCTION, START VALVE IS SIGNALLED OPEN BY
THE ECU AND WHEN HP ROTOR HAS REACHED NOMINAL SPEED, THE
IGNITION BOX IS ENERGISED
• IN MANUAL START FUNCTION, THE START VALVE IS CONTROLLED
BY THE “MAN ON” P/B. THE IGNITION SYSTEM IS ENERGISED WHEN
THE MASTER SWITCH IS OPERATED
• MOTOR FUNCTION CAN BE PERFORMED FOR WET OR DRY
CRANKING. IGNITION SYSTEM IS INHIBITED
• CONTINUOUS IGNITION CAN BE SELECTED AT ANY TIME WHEN
ENGINE IS RUNNING EITHER MANUALLY OR AUTOMATICALLY BY
THE FADEC
• ECU CAN ABORT ENGINE START UPTO 50% N2 DURING AUTO START
FUNCTION
• MASTER LEVER IS DIRECTLY CONNECTED TO THE HP VALVE. TO
SHUT OFF ENGINE SELECT MASTER OFF

ENGINE START – AUTO

• “IGN START” SELECTED – ECU INITIATES START SEQUENCE.
ENGINE PAGE APPEARS ON LOWER ECAM. PACK VALVES ARE
CLOSED FOR 30 SEC. IF MASTER LEVER IS NOT SELECTED WITHIN
THAT TIME, PACKS RESUME
• “MASTER LEVER” ON – ECU OPENS LP VALVE AND START VALVE.
N2 INCREASES
• 16% N2 – ECU ENERGISES IGNITION SYSTEM. SYSTEM A OR B ARE
ALTERNATELY SELECTED BY THE ECU AT SUCCESSIVE ENGINE
STARTS. THE ACTIVE SYSTEM IS INDICATED ON ECAM
• 22% N2 – ECU OPENS HP VALVE VIA THE METERING UNIT AND
FUEL FLOW BEGINS
• ECU MONITORS EGT AND N2 TO REGULATE FUEL FLOW. AT ANY
TIME BELOW 50% N2, ECU CAN ABORT START SEQUENCE AND
DRY MOTOR THE ENGINE. MAX START EGT IS 725 DEG C. UPTO
50% N2 FUEL FLOW IS REGULATED BY THE ECU
• 50% N2 – ECU DE-ENERGISES IGNITION SYSTEM AND CLOSES THE
START VALVE. IF THE OTHER ENGINE IS NOT STARTED WITHIN 30
SEC, PACKS RESUME
• ENGINE NOW STABILISES AT MINIMUM (GROUND) IDLE
• TO START THE OTHER ENGINE, SELECT “MASTER LEVER” ON
WITH THE “IGN START” STILL SELECTED
• TO COMPLETE THE SEQUENCE, RETURN “IGN START” TO NORM
POSITION. THE WHEEL PAGE IS DISPLAYED ON LOWER ECAM
• WITH ENGINE RUNNING, IF “IGN START” IS RESELECTED, THE
IGNITION SYSTEM WILL ENERGISE BOTH IGNITION BOXES AT
ONCE

ENGINE START – MANUAL

• “IGN START” SELECTED – ECU INITIATES START SEQUENCE.
ENGINE PAGE APPEARS ON LOWER ECAM. PACK VALVES ARE
 CLOSED FOR 30 SEC. IF MASTER LEVER IS NOT SELECTED WITHIN
THAT TIME, PACKS RESUME
• “ENG MAN 1/2” ON – START VALVE OPENS
• 20% N2 – SELECT “MASTER LEVER” ON. UNTIL THIS POINT START
CAN BE ABORTED BY DE-SELECTING “ENG MAN” SWITCH
• MASTER LEVER ON – BOTH IGNITION SYSTEMS ARE ENERGISED.
LP AND HP VALVES ARE OPENED AND FUEL FLOW BEGINS
• ECU MONITORS EGT AND N2 TO REGULATE CORRECT FUEL FLOW
UPTO 50% N2
• AUTO SHUTDOWN IS NOT ACTIVE IN MANUAL MODE. THE
SYSTEM MUST BE MONITORED. START CAN BE ABORTED BY
SELECTING “MASTER LEVER” OFF
• 50% N2 – ECU SHUTS OFF START VALVE AND DE-ENERGISES
IGNITION SYSTEMS
• PACKS RESUME AFTER 30 SEC
• TO COMPLETE THE SEQUENCE, RETURN “IGN START” TO NORM
POSITION. THE WHEEL PAGE IS DISPLAYED ON LOWER ECAM
• TO COMPLETE THE SEQUENCE, SELECT “ENG MAN” TO OFF. THIS
IS JUST A PROCEDURE AND DOES NOT CONTROL ANYTHING

CRANK

• FOR DRY CRANK CB 1KC1(2) MUST BE OPEN

• IGNITION SELECTOR TO “CRANK”
• “MAN START” ON – ECU INITIATES CRANK SEQUENCE
• START VALVE OPENS
• STARTER OPERATION LIMIT – 2 MIN ON THEN 16 SEC OFF MAX 4
TIMES THEN 15 MINS OFF. IN CASE OF TIME EXCEEDANCE A ECAM
WARNING IS GENERATED
• FOR WET CRANK, BETWEEN 15-20% N2, MASTER LEVER IS SELECTED
ON
• WITH MASTER LEVER ON, ENGINE MUST NOT BE CRANKED FOR
MORE THAN 15 SEC
• TO TURN OFF WET CRANK, SET MASTER LEVER OFF. START VALVE
CLOSED
• ECU WILL RESET. START VALVE WILL BE COMMANDED OPEN AGAIN
FOR A DRY CRANK TO CLEAR RESIDUAL FUEL FROM THE
COMBUSTORS. THIS MUST BE DONE FOR MAX 60 SEC WITHIN THE
STARTER LIMITS
• TO STOP THE CRANK SEQUENCE, SET “MAN START” TO OFF
•
V2500-A1/A5

• TWIN SPOOL, HIGH BYPASS, AXIAL FLOW TURBO FAN ENGINE

PRODUCING 22000-33000 LBS THRUST
• ENGINE LAYOUT – 1 FANÆ3 LPC (4 LPC A5)Æ1 VIGVÆ10 HPCÆCCÆ2
HPTÆ5 LPT
• FAN AIR IS USED FOR ACTIVE CLEARANCE CONTROL
• CUSTOMER BLEED AIR TAPPED FROM STAGE 7 AND 10 HPC

ENGINE STATIONS
• 1 – ENGINE INLET
• 2 – FAN INLET
• 2.5 – LPC OUTLET
• 12.5 – FAN OUTLET (SECONDARY FLOW)
• 3 – HPC OUTLET
• 4 – HPT INLET
• 4.5 – HPT OUTLET
• 4.9 – LPT OUTLET

STAGE NUMBERING
• COMPRESSOR AND TURBINE STAGES NUMBERED INDEPENDENTLY
• COMPRESSOR STAGE NUMBERING 1 (FAN) – 2.5 (LAST STAGE LPC), 3
– 12 (HPC)
• TURBINE STAGES 1 & 2 (HPT), 3 – 7 (LPT)

• ENGINE BLEED STATIONS IDENTIFIED AS PER STAGE NUMBERING

• SENSOR LOCATIONS IDENTIFIED AS PER ENGINE STATIONS
• P4.9:P2 – EPR
• P3:P2 – COMBUSTION PX RATIO
• STATIONS 2, 2.5, 3 AND 4.9 FITTED WITH PX AND TEMP SENSORS
• ENGINE POWER CONTROL IS A FUNCTION OF EPR (APPROX 1.2:1)
• BACKUP ENGINE CONTROL IS A FUNCTION OF N2/N1

CONSTRUCTION
• HPC CONSISTS OF 4 STAGES VSV (A1) AND 3 STAGES VSV (A5)
• COMMON NOZZLE ASSY GIVES HIGHER THRUST, COLDER ENGINE
OPERATION AND LOWER NOISE
• INLET CONE IS DESIGNED TO HAVE AN ANGLE OF 57 DEG WHICH
OPTIMIZES ICE BREAKAWAY
• A RUBBER SNUBBER ON THE INLET CONE TIP VIBRATES DURING
ENGINE OPERATION AND ASSISTS IN BREAKING THE ICE
• BEARINGS 1,2 AND 3 LOCATED IN FWD BEARING COMPARTMENT
LOCATED WITHIN THE INTERMEDIATE CASE
• BEARING 4 LOCATED IN THE CENTRE BEARING COMPARTMENT
WITHIN THE COMBUSTOR CASE
• BEARING 5 LOCATED IN THE REAR BEARING COMPARTMENT
WITHIN THE TURBINE EXHAUST CASE
• #1 BEARING – SINGLE TRACK BALL BEARING, SUPPORTS THRUST
LOADS OF LP SHAFT
• #2 BEARING – SINGLE TRACK ROLLER BEARING, SQUEEZE FILM OIL
DAMPED, SUPPORTS RADIAL LOADS OF LP SHAFT
• #3 BEARING – SINGLE TRACK BALL BEARING SUPPORTED BY A
SQUIRREL CAGE ARRANGEMENT, SUPPORTS THRUST LOADS OF HP
SHAFT, HYDRAULICALLY DAMPED
• #4 BEARING – SINGLE TRACK ROLLER BEARING, SUPPORTS RADIAL
LOADS OF HP SHAFT, HEAT PROTECTED AND COOLED
• #5 BEARING – SINGLE TRACK ROLLER BEARING, SUPPORTS AFT
RADIAL LOADS OF HP SHAFT, SQUEEZE FILM OIL DAMPED
• SQUEEZE FILM OIL DAMPING – OIL IS FORCED BETWEEN THE OUTER
RACE OF THE BEARING TRACK AND THE BEARING SUPPORT. THIS
RELATIVELY THICK LAYER OF OIL PROVIDES CUSHIONING OF THE
BEARING DURING HEAVY VIBRATIONS
• LP SHAFT SUPPORTED BY BEARINGS 1, 2 AND 5
• HP SHAFT SUPPORTED BY BEARINGS 3 AND 5
• FRONT BEARING COMPARTMENT SEALED BY CARBON SEALS,
BRUSH SEALS AND PRESSURIZED BY 6TH STAGE AIR (A1) OR
BOOSTER AIR (A5)
• LP AND HP SHAFT INTERFACE AT BEARING 3 IS SEALED BY OIL
PRESSURIZED BY 8TH STAGE AIR
• FRONT COMPARTMENT IS VENTED TO A DE-OILER VIA AN
EXTERNAL TUBE
• HP STUB SHAFT WHICH FORMS THE FWD END OF THE HP SHAFT IS
SUPPORTED BY #3 BEARING. AT ITS FWD END IT HAS A BEVEL GEAR
ARRANGEMENT FOR CONNECTION TO THE GEARBOX
• BRUSH SEAL ARRANGEMENT ALLOWS FOR THERMAL EXPANSION
OF THE METAL STRUCTURE WITHOUT COMPROMISING THE SEALING
EFFICIENCY
• 27 BOOSTER STAGE BLEED VALVES CONNECT THE LPC DISCHARGE
TO THE SECONDARY AIRFLOW
• BSBV FUNCTIONS – AT ENGINE START AND ACCELERATION, BSBV
OPEN TO SUCK AIR FROM THE SECONDARY AIRFLOW TO ASSIST
HPC. AT DECELERATION, THE BSBV OPEN TO DUMP AIR TO
SECONDARY AIRFLOW TO RELIEVE PX BUILDUP AT THE HPC.
DURING TR OPERATION, SOME OF THE DEFLECTED AIR FLOWS BACK
INTO THE ENGINE, WHICH DISTURBS THE AIRFLOW WITHIN THE
ENGINE. BSBV OPEN TO RELIEVE TURBULENT AIR AND RELIEVE THE
HPC
• A PHONIC WHEEL IS ATTACHED TO THE LP SHAFT NEAR THE #2
BEARING. THIS IS PART OF THE N1 SPEED SENSOR
• #3 BEARING SQUIRREL CAGE CONSISTS OF 18 RADIAL RODS
SUPPORTING THE BEARING OUTER RACE. THIS ALLOWS SLIGHT
RADIAL MOVEMENT OF THE BEARING. THE OUTER RACE IS OIL
DAMPED AND SUPPORTS THE AXIAL LOADS
• #4 BEARING COMPARTMENT IS LOCATED WITHIN THE COMBUSTOR
CASE AND IS SUBJECTED TO HIGH TEMP AND PX
• #4 COMPARTMENT IS ENCLOSED IN A DOUBLE LAYER SHIELD
• #4 COMPARTMENT PRESSURIZATION IS CONTROLLED BY #4
VARIABLE BEARING SCAVENGE VALVE MOUNTED ON THE DEOILER
• ACAC IS NOT MONITORED. FAILURE MAY BE INDICATED BY HIGH
ENGINE OIL TEMP. AMM SPECIFIES WAITING TIME OF 1 HOUR AFTER
ENGINE SHUTDOWN FOR ACAC MAINT
• #5 BEARING COMPARTMENT FWD END IS SEALED BY CARBON SEAL
AND PRESSURIZED BY STAGE 8 AIR
• THE AFT END OF THE COMPARTMENT IS COVERED BY A PLATE AND
THERMAL HEAT SHIELD
• #5 COMPARTMENT IS VENTED TO THE DE-OILER BY THE SCAVENGE
PUMP
• FAN STAGE COMPRISES 22 BLADES AND 22 ANNULUS FILLERS
MOUNTED ON A FAN DISC
• FAN BLADES ARE RETAINED BY FWD AND AFT RETAINING RING
• BLADE 1,2 AND 3 POSITIONS ARE MARKED ON THE FAN DISC FOR
BLADE INSTALLATION
• NOSE CONE IS ATTACHED TO THE FWD RETAINING RING AND
STREAMLINED BY A FAIRING
• NOSE CONE IS BALANCED DURING MANUFACTURE
• NOSE CONE IS NOT HEATED FOR ICE PROTECTION
• FAN BALANCE WEIGHTS MAY BE FITTED TO SOME NOSE CONE
RETAINING BOLTS
• FRONT BLADE RETAINING RING HAS 3 ATTACHMENT RINGS. OUTER
RING ATTACHES THE RETAINING RING TO THE ANNULUS FILLERS.
THE MIDDLE RING ATTACHES THE RETAINING RING TO THE FAN
DISC. THE INNER RING ATTACHES THE NOSE CONE TO THE
RETAINING RING
• THE INNER FLANGE OF THE RETAINING RING HAS PROVISION FOR
BALANCE WEIGHTS USED FOR STATIC BALANCING IN THE
WORKSHOP. THESE MUST NOT BE DISTURBED DURING MAINT
• A “T” MARK ON THE RETAINING RING IDENTIFIES BLADE 1 POSITION
• AFT FLANGE OF THE INTERMEDIATE BOX IS SHAPED LIKE A V. THIS
TRANSMITS T/R LOADS TO THE FWD MOUNT
• HPC CASE IS DIVIDED IN 2. THE REAR CASE IS AN ANNULAR
CONSTRUCTION WHICH ALLOWS BLEED PORT OFF TAKES
• HPC ROTOR IS A 2 PIECE CONSTRUCTION CONNECTED TO A VORTEX
REDUCER BETWEEN STAGE 8 AND 9
 • THE VORTEX REDUCER STRAIGHTENS THE 8TH STAGE AIR BLEED
FOR INTERNAL COOLING AND SEALING
• STAGE 3 COMPRESSOR BLADES HAVE MID SPAN SHROUD
• 2 IGNITER PLUGS LOCATED 5.00 POSITION NEAR FUEL NOZZLES 7
AND 8
• COMBUSTION CHAMBER IS OF TWO PARTS, INNER AND OUTER
LINER. THEY ARE ATTACHED TO THE OUTER CASE/DIFFUSER ASSY
BY 5 PINS WHICH PASS THROUGH THE OUTER CASE
• TURBINE NGV STAGE 1 IS PART OF THE INNER COMBUSTOR LINER
• COMBUSTOR LINERS ARE CONSTRUCTED OF SHEET METAL WITH 100
PIECES (50 INNER 50 OUTER) WHICH ALLOWS EASY MAINTENANCE
• TOBI (TANGENTIAL OUTBOARD INJECTOR) IS PART OF THE OUTER
COMBUSTOR LINER. TOBI DIRECTS COOLING AIR AT AN ANGLE TO
THE HPT BLADES WHICH REDUCE THERMAL STRESS
• #4 BEARING SUPPORT IS ATTACHED TO THE OUTER COMBUSTOR
LINER

COOLING AIR SYSTEM

• COOLING BUFFER AIR (12TH STAGE AIR COOLED BY ACAC) IS PASSED
THROUGH THE #4 BEARING SHIELD AND EXHAUSTED INTO THE
BEARING COMPARTMENT THROUGH RESTRICTORS
• BUFFER AIR EXITING THE #4 COMPARTMENT COOLS THE #1 NGV
AND #1 HPT DISC AND ROTOR
• 10TH STAGE AIR CONTROLLED BY A MAKEUP VALVE IS KNOWN AS
MAKEUP AIR. IT IS USED TO COOL HPT ROTOR STAGE 2 AND THE
CAVITY BETWEEN HPT ROTOR STAGES 1 AND 2
• TOBI AIR IS DIRECTED AT HPT ROTOR STAGE 1
• IN ABSENCE OF MAKEUP AIR, 10TH STAGE AND 12TH STAGE AIR COOL
HPT ROTOR STAGE 2 DISC AND CAVITY BETWEEN HPT ROTOR STAGE
1 AND 2
• HPT STAGE 2 NGV ARE COOLED BY 10TH STAGE AIR
• LPT CASE ACTIVE CLEARANCE CONTROL IS ACHIEVED BY FAN
DISCHARGE AIR DIRECTED THROUGH 8 ANNULAR TUBES ON THE
LPT CASE

CONSTRUCTION CONT’D
• 2 BOROSCOPE HOLES LOCATED ON THE LPT CASE FOR TURBINE
STAGE 2 AND 3 BLADES
• TURBINE EXHAUST CASE HOUSES THE #5 BEARING ASSY, REAR
ENGINE MOUNT AND STRUTS TO STRAIGHTEN THE EXHAUST GASES
• GEARBOX IS MOUNTED ON 4 FLEXIBLE LINKS TO THE FAN CASE
• MAIN GEARBOX HAS 2 MCD AND ANGLE GEARBOX HAS 1 MCD
• FRONT FACE LÆR – OIL PX PUMP, HYDRAULIC PUMP, EEC
ALTERNATOR, STARTER, DE-OILER WITH #4 SCAVENGE VALVE
 • AFT FACE LÆR – FUEL PUMP, OIL SCAVENGE PUMP, ANGLE
GEARBOX, IDG
• OIL TANK IS MOUNTED ON THE LH FACE OF THE GEARBOX
• THE IDG IS INTERCHANGEABLE WITH THE CFM56 ENGINE AND HAS 2
SEPARATE OIL LEVEL SIGHT GAUGES
• THE EEC ALTERNATOR ALSO FUNCTIONS AS THE N2 SPEED
TRANSDUCER
• NO FUEL OR HYD LEAK IS PERMITTED FROM THE PYLON AFT DRAIN
• LEAK RATE MEASURED AS (20 X CC/HR)/60

FADEC – ENGINE ELECTRONIC UNIT

• EEC MOUNTED ON FAN CASE AT APPROX 2.00 POSITION WITHIN A
SHIELDED AND GROUNDED BOX
• EEC HAS TWO CHANNELS – A AND B. THEY ARE INDEPENDENT AND
IDENTICAL. CHANNEL A IS ON THE RIGHT, CHANNEL B ON THE LEFT
• AT ENGINE STARTUP, THE EEC SELECTS EITHER CHANNEL A OR B AS
THE CONTROLLING CHANNEL DEPENDING ON THE OVERALL
SYSTEM STATUS. THE OTHER CHANNEL IS IN ACTIVE STANDBY
• BOTH CHANNELS EXCHANGE DATA CONTINUOUSLY
• IN SOME CASES, EACH CHANNEL INDEPENDENTLY CONTROLS
CERTAIN FUNCTIONS. IN CASE OF CHANNEL FAILURE, THE BACKUP
CHANNEL CAN PROVIDE THE INFORMATION REQUIRED TO OPERATE
THE FUNCTION THROUGH THE PRIMARY CHANNEL
• EACH CHANNEL HAS A BITE SYSTEM AND WILL GIVE UP ITS
PRIORITY DEPENDING ON THE SEVERITY OF THE FAILURE
DETECTED
• EACH CHANNEL HAS ITS OWN SET OF ELECTRICAL CONNECTORS
WHICH ARE IDENTICAL BUT SEPARATE
• PX SIGNALS ARE DIRECTED TO PX TRANSDUCERS WITHIN THE ECU.
THE ELECTRICAL SIGNALS ARE THEN SUPPLIED TO BOTH CHANNELS
• THERE IS AN ARRANGEMENT TO SENSE AMBIENT PX AT THE ECU
ITSELF. THIS IS USED AS BACKUP IN CASE SIGNAL FROM ADIRU IS
LOST
• J6 CONNECTOR ON THE RH SIDE OF THE ECU BOX IS USED FOR
ENGINE IDENTIFICATION PLUG CONNECTION
• EEC CANNOT AUTONOMOUSLY SHUT DOWN THE ENGINE WITHOUT
PILOT INPUT
• TLA IS A DIRECT INPUT TO THE EEC. CERTAIN OTHER COMPUTERS
DIRECTLY INTERACT WITH THE EEC. THE OTHER SYSTEMS
INTERFACE VIA THE EIU
• DUAL SENSORS ARE USED TO SUPPLY THE EEC EXCEPT PX INPUTS
• EACH EEC CHANNEL HAS ITS OWN POWER SUPPLY, PROCESSOR,
PROGRAM MEMORY AND INPUT/OUTPUT SIGNALS
• SINGLE INPUT FAILURE MAY NOT CAUSE CHANNEL CHANGE-OVER
 • ANY OUTPUT FAULT IN ONE CHANNEL WILL CAUSE SWITCHOVER
OF CONTROL TO THE OTHER CHANNEL
• IN CASE OF MULTIPLE FAILURES IN BOTH CHANNELS, A PROGRAM
WILL DECIDE WHICH CHANNEL GETS CONTROL
• IF BOTH CHANNELS ARE LOST OR THERE IS COMPLETE ELECTRICAL
FAILURE, THE SYSTEMS REVERT TO THEIR FAILSAFE POSITIONS
• FAILSAFE POSITIONS – FUEL METERING VALVEÆMINIMUM, FUEL
SHUT OFF VALVEÆLAST POSITION, OVER SPEED VALVEÆNORMAL
FUEL SUPPLY, 7TH STAGE BLEED VALVESÆOPEN, 10TH STAGE BLEED
VALVESÆOPEN, ACTIVE CLEARANCE CONTROLÆHP(CLOSED)-
LP(45%), BSBVÆOPEN, ACOC CONTROLLERÆOPEN, MAKEUP
VALVEÆOPEN, T/RÆSTOWED, IGNITIONÆON, PROBE
HEATERSÆOFF, STARTER VALVEÆCLOSED
• EEC ALTERNATOR HAS 2 STATOR WINDINGS WHICH PRODUCE 2
SETS OF FREQUENCY WILD 115 V AC WHICH ARE INTERNALLY
RECTIFIED TO 28 V DC
• THE ALTERNATOR ALSO ACTS AS A N2 SPEED TRANSDUCER
• THE ALTERNATOR ALSO SUPPLIES POWER TO THE EVMU

WHY DOES THE ALTERNATOR HAVE 2 SUPPLIES FOR THE EEC AND ONLY 1
FOR THE EVMU?
EEC HAS 2 CHANNELS BUT THERE IS ONLY 1 EVMU PER ENGINE

• IGNITION SYSTEM AND THE INLET PROBE USE A/C 115 V AC AS

POWER SOURCE
• DURING ENGINE START UPTO 10% N2 AND DURING LOSS OF
ALTERNATOR POWER, THE EEC WILL SWITCH POWER TO THE A/C
BUS
• THE ALTERNATOR STATOR COILS ARE COOLED EXTERNALLY BY
FAN DISCHARGE AIR (P12.5) VIA A DUCT. THE DUCT HAS A SPECIFIC
ALIGNMENT TO ALLOW AIR FLOW THROUGH TO AMBIENT. FOR
AIRBUS A/C THE MARK MUST ALIGN WITH 1
• EEC WILL REMAIN ENERGIZED FOR 5 MIN AFTER ENGINE
SHUTDOWN
• TO POWER THE EEC EITHER SELECT THE FADEC SWITCH OR TURN
THE IGNITION SWITCH TO IGN OR CRANK
• OPERATION OF THE FIRE SWITCH WILL DEPOWER EEC WITHOUT A
TIME DELAY
• EACH THROTTLE LEVER DRIVES DUAL RESOLVERS WHICH ARE
DEDICATED TO EACH EEC CHANNEL
• THE TLA IS LINEARLY PROPORTIONAL TO THE RESOLVER ANGLE
• FOR AUTO THRUST FUNCTION ADIRU MUST BE ALIGNED, FLIGHT
PLAN DATA MUST BE ENTERED INTO THE FMGC AND THE FLIGHT
DIRECTOR MUST BE ENGAGED
• THE AUTO THRUST RANGE ON THE THRUST LEVER QUADRANT IS
FROM THE GROUND IDLE TO EITHER FLX/MCT OR TOGA
• THRUST LEVER MECHANISM CONSISTS OF THE THRUST LEVER,
MECHANICAL BOX AND THRUST CONTROL UNIT CONNECTED BY
RODS
• THE MECHANICAL BOX CONSISTS OF A DISC WITH DETENTS WHICH
PROVIDES THE ENGINE THRUST RATINGS. IT ALSO PROVIDES
ARTIFICIAL FEEL TO THE THRUST LEVERS
• THE THRUST CONTROL UNIT CONVERTS THE THRUST LEVER
MOVEMENTS INTO ELECTRICAL SIGNALS FOR THE EEC AND ALSO
PROVIDES TLA TO FMGC
• THE CONTROL UNIT RESOLVERS AND POTENTIOMETERS CAN BE
RIGGED BY A RIG PIN HOLE. RIGGING ID ALSO PROVIDED FOR ROD
CONNECTING THE LEVERS TO THE MECHANICAL BOX
• IN CASE OF RESOLVER FAILURE, THE EEC INTERNAL PROGRAMMING
WILL COMPENSATE AND CONTINUE ENGINE CONTROL
• AN OPTIONAL BUMP RATING BUTTON ON EACH THRUST LEVER AFT
FACE ALLOWS AN INCREASE IN ENGINE THRUST DURING SPECIFIC
FLIGHT PHASES
• THE T/R LEVERS IN THE THRUST LEVERS ONLY MECHANICALLY
UNLOCK THE THRUST LEVERS BUT DO NOT CONTROL T/R
OPERATION
• THE EEC WILL CONSIDER ENGINE THRUST RATING ACCORDING TO
THE DETENT POSITION OF THE LEVERS. IN CASE THE LEVERS ARE
BETWEEN DETENTS, THE HIGHER RATING IS CONSIDERED
• BASIC THRUST RATING SELECTION – THRUST
LEVERSÆRESOLVERSÆEECÆFUEL METERING UNITÆFUEL
METERING VALVEÆRESOLVERSÆEEC
• IF THE TRA SIGNALS FAIL ON GROUND, THE ENGINE WILL SPOOL TO
IDLE THRUST
• IF TRA SIGNALS FAIL DURING FLIGHT, WITH SLATS DEPLOYED AND
TOGA/FLX RATING SELECTED THE EXISTING EPR IS MAINTAINED
UNTIL SLATS ARE RETRACTED WHEN THE EEC COMMANDS THE
THRUST TO MCT. IN FLIGHT IF ENGINE IS AT CLB, IT WILL
ACCELERATE TO MCT, TILL LANDING PHASE WHEN FLAPS ARE
SELECTED THE ENGINE WILL REDUCE TO IDLE
• 2 METHODS OF AUTO THRUST ENGAGEMENT – IN FLIGHT IT IS
SELECTED BY THE A/THR SWITCH ON THE FCU. ON GROUND BEFORE
T/O, THE A/THR SWITCH IS SELECTED, WHEN THE THRUST
REDUCTION ALTITUDE IS REACHED AND THRUST IS REDUCED TO
CLB RATING, AUTO THRUST IS ACTIVATED
• AUTO THRUST DISENGAGEMENT – PUSH THE RED DISCONNECT
BUTTON ON THE LEVERS, SWITCH OFF AUTO THRUST FROM THE
FCU, MOVE LEVER TO IDLE DETENT
• IN CASE AUTO THRUST DISENGAGES DUE TO AUTO THRUST
FUNCTION FAILURE OR BY PILOT COMMAND, THE THRUST SETTING
 IS MEMORIZED AND MAINTAINED. AUTO THRUST IS RE-ACTIVATED
BY SELECTING THE A/THR PUSHBUTTON. TO DISENGAGE AUTO
THRUST AND REGAIN CONTROL OF MANUAL THRUST, THE LEVERS
MUST BE MOVED
• AUTO THRUST WILL RE-ENGAGE FOR ALPHAFLOOR PROTECTION
AFTER MANUAL DISENGAGEMENT. ENGINE WILL GO TO TOGA
SETTING
• ENGINE THRUST RATING IN THE FWD ZONE IS A FUNCTION OF EPR
AND IN THE REVERSE ZONE IS A FUNCTION OF N1
• EEC USES CLOSED LOOP CONTROL BASED ON EPR OR N1
• RATE OF CHANGE OF FUEL FLOW IS PROPORTIONAL TO THE RATE
OF ACC/DEC OF THE N2
• AUTO THRUST CONTROL IS LOST WHEN EPR ENGINE CONTROL IS
LOST
• IF EEC REVERTS TO N1 AS CONTROLLING FUNCTION, THE ENGINE
WILL PRODUCE AN EQUIVALENT THRUST AS THAT OF THE EPR
FUNCTION AS LONG AS THRUST LEVERS ARE NOT MOVED
• 2 TYPES OF N1 FUNCTION – RATED AND UNRATED
• RATED MODE – A MAX THRUST RATING IS CALCULATED BY THE
EEC ACCORDING TO THE POSITION OF THE THRUST LEVER.
OVERSPEED PROTECTION IS AVAILABLE
• UNRATED MODE – A THRUST RATING IS NOT CALCULATED DUE TO
LOSS OF ADDITIONAL INPUTS TO THE EEC AND THE ENGINE THRUST
HAS TO BE MANUALLY ADJUSTED WITH N1 AS REFERENCE.
OVERSPEED PROTECTION IS LOST
• IN CASE OF RATED MODE OPERATION, THE THRUST PRODUCED IS
SLIGHTLY LESS THAN WHEN EPR IS IN CONTROL. TO PREVENT A/C
INSTABILITY, THE MANUAL N1 BUTTONS ARE SELECTED FROM THE
OVERHEAD PANEL
• MANUAL N1 FUNCTION IS AVAILABLE AT ALL TIMES IRRESPECTIVE
OF EPR FUNCTION AVAILABILITY
• IF EEC IS UNABLE TO PROVIDE RATED N1 REVERSION, THE A/C
CANNOT BE DISPATCHED
• N1 REVERSION IN RATED MODE IS DISPLAYED ON THE UPPER ECAM
RH TOP CORNER. IT RECOGNIZES THE UPPER DETENT THRUST
VALUE WHEN BETWEEN DETENTS AND THE ACTUAL DETENT
VALUE WHEN IN A DETENT. THIS IS JUST AN INDICATION OF THE
AVAILABLE LIMIT OF THE ENGINE. IN CASE OF UNRATED MODE,
THIS MESSAGE IS REPLACED BY AMBER CROSSES

FUEL SYSTEM
• SYSTEM LAYOUT – PYLON LP SOVÆLP PUMPÆFCOCÆFILTERÆHP
PUMPÆFUEL METERING UNITÆFLOWMETERÆFUEL DISTRIBUTION
VALVEÆNOZZLES
• SYSTEM LAYOUT – LP PUMPÆIDG FCOCÆFUEL DIVERTER AND
RETURN VALVEÆFCOCÆHP PUMP
• SYSTEM LAYOUT – FUEL METERING UNITÆSERVO CONTROL+FUEL
DIVERTER AND RETURN VALVE
• SYSTEM SENSORS – TEMP SENSOR ON LP FILTER FOR EEC CONTROL
OF HEAT MANAGEMENT SYSTEM, PX DIFF SWITCH ACROSS THE LP
FILTER FOR ECAM INDICATION (5 PSID)
• HP PUMP HAS A BYPASS VALVE WHICH RELIEVES EXCESS PX TO HP
PUMP INLET
• FUEL PUMP UNIT MOUNTED AFT FACE OF GEARBOX LH SIDE. THE
FUEL METERING UNIT IS MOUNTED ON THE FUEL PUMP CASE
• FCOC MOUNTED ON FAN CASE AT 9.00 POSITION. IT ALSO HOUSES
THE LP FILTER ASSY
• FUEL DIVERTER AND RETURN VALVE IS MOUNTED ON THE FCOC
• FCOC+FILTER+DIVERTER VALVE HAVE TO BE CHANGED AS AN
ENTIRE UNIT. ACCESS IS POSSIBLE TO THE FILTER UNIT
• LP FUEL FILTER HAS A BYPASS VALVE WHICH OPENS AT 15 PSID
• FMU – FUEL METERING UNIT RECEIVES HP PUMP SUPPLY AND
DISTRIBUTES IT TO THE BURNERS, THE SERVO ACTUATORS AND
RETURNS THE EXCESS FUEL TO THE LP PUMP OUTLET
• FMU CONSISTS OF THE FUEL METERING VALVE, THE OVERSPEED
VALVE AND PX RAISING AND SHUTOFF VALVE IN SEQUENCE
• FMU HAS 3 ELECTRICAL CONNECTIONS, EEC CHANNEL A AND B AND
ENGINE MASTER LEVER CONTROL FOR PRSOV
• OVERSPEED VALVE POSITION IS SENSED BY A RESOLVER WHICH
SUPPLIES THE EEC. THE OVERSPEED VALVE AND PRSOV POSITIONS
ARE DETECTED BY MICROSWITCHES
• FUEL DENSITY AND TEMPERATURE DIFFERENCES ARE
COMPENSATED WITHIN THE FMU BY THE EEC
• FMV OPERATION – EEC SIGNALS TORQUE MOTORÆREPOSITIONS
FMVÆPX DROP ACROSS FMV CHANGESÆPX DROP REGULATOR
REPOSITIONS THE SPILL VALVEÆPX DROP EQUALIZESÆTORQUE
MOTOR SIGNAL CANCELLED
• ADJUSTABLE MIN AND MAX FUEL FLOW STOPS ARE PROVIDED ON
THE FMV SERVO. THE MIN STOP ACTS AS A FAIL SAFE POSITION FOR
THE FMV WHICH PROVIDES ENOUGH FUEL FLOW TO PREVENT A
FLAMEOUT AT IDLE
• THE OVERSPEED VALVE IS A FINAL PRECAUTION OF ENGINE RED
LINE EXCEEDNACE. UPTO 100% N1/N2 THE FMV IS COMMANDED BY
THE EEC TO REGULATE FUEL FLOW
• OVERSPEED VALVE IS SPRING LOADED CLOSED WHEN ENGINE IS
SHUT DOWN. A METERED FLOW IS ALLOWED IN THIS POSITION AND
IS CALIBRATED TO PREVENT FLAMEOUT DURING OVERSPEED
LATCHED CONDITION
• AT ENGINE START AS FUEL FLOW PX RISES, THE SPRING IS
OVERCOME AND THE VALVE IS FULLY OPEN DURING THE ENTIRE
RUN CYCLE
 • ONCE OVERSPEED VALVE IS ENERGIZED, IT IS HYDRAULICALLY
LOCKED IN CLOSED POSITION UNTIL ENGINE SHUTDOWN WHEN
REDUCING FUEL PX WILL RELEASE THE SPRING
• ECAM OVERSPEED INDICATION – RED “+” SIGN NEXT TO THE
RELATED ENGINE N2 INDICATION OR A RED MARK ON THE N1 ARC
• THE INDICATION IS RESET ONLY VIA THE CFDS SYSTEM.
CFDSÆINSTRUMENTÆDMC 1+2+3ÆMAX IND RESET
• PRSOV TORQUE MOTOR IS CONTROLLED BY THE EEC AND THE
MASTER LEVER
• FOR AUTO START FUNCTION, THE EEC ENERGIZES THE PRSOV AND
CAN DE-ENERGIES THE PRSOV UNTIL 43% N2. FOR MANUAL START,
THE MASTER LEVER IS IN CONTROL OF THE PRSOV. AT ANY TIME
ABOVE 43% N2, THE MASTER LEVER IS THE ONLY CONTROL TO
SWITCH OFF PRSOV
• FUEL FROM THE PRSOV IS DIRECTED TO A DISTRIBUTION VALVE
WHICH DIVIDES THE FLOW TO THE 10 FUEL MANIFOLDS
• DISTRIBUTION VALVE IS LOCATED AT 4.00 POSITION ON THE
DIFFUSER CASE
• IT CONTAINS AN UN-MONITORED INLET FILTER AND A SPRING
LOADED CHECK VALVE WHICH WILL OPEN WHEN ENOUGH FUEL PX
IS PRESENT
• AT ENGINE SHUTDOWN, AS FUEL PX DROPS THE CHECK VALVE
CLOSES. ANY FUEL REMAINING WITHIN 8 OF THE 10 SUPPLY
MANIFOLDS IS DRAINED INTO THE COMBUSTION CHAMBER. THE
FUEL IN THE OTHER 2 MANIFOLDS IS MAINTAINED TO KEEP THE
SYSTEM PRIMED FOR NEXT START. THESE 2 MANIFOLDS ARE THE
ONES NEAREST TO THE IGNITERS
• EACH MANIFOLD IS CONNECTED TO 2 NOZZLES
• THE NOZZLES ARE IDENTICAL SIMPLEX TYPE WITH AIR ASSISTED
SPRAY

OIL SYSTEM
• SYSTEM LAYOUT –
TANKÆPUMPÆFILTERÆACOCÆFCOCÆEGB+AGB+BEARING
COMPARTMENTSÆSCAVENGE PUMPSÆSCAVENGE FILTERÆTANK
• SCAVENGE SYSTEM - EGB+AGB+BEARING
COMPARTMENTSÆDEOILERÆSCAVENGE PUMPSÆSCAVENGE
FILTERÆTANK
• EGB+AGB, FWD AND MID BEARING COMPARTMENTS AND TANKS
ARE VENTED TO THE DEOILER WHERE AIR AND OIL ARE SEPARATED
• THE ACOC IS NORMALLY BYPASSED UNLESS COMMANDED TO BY
THE EEC
• #4 BEARING IS SCAVENGED BY THE #4 BEARING SCAVENGE VALVE
OPERATION WHICH IS CONTROLLED BY THE EEC
• EGB LUBRICATION SYSTEM IS DIVIDED IN 2 HALVES EACH WITH A
SUPPLY AND SCAVENGE LINE
• OIL CAN BE SERVICED UPTO 10 HRS AFTER ENGINE SHUTDOWN
• TANK IS PRESSURIZED TO APPROX 6 PSI BY THE PRESSURIZATION
VALVE
• PUMP AND FILTER ASSY IS LOCATED ON FWD FACE OF EGB
• COLD START PX LIMITING VALVE IS LOCATED ON THE FILTER ASSY
WHICH RELIEVES HIGH OIL PX AT ENGINE START WHEN OIL IS
VISCOUS
• THE FILTER IS NON BYPASS UN-MONITORED
• ACOC – USES REGULATED FAN AIR TO INCREASE OIL COOLING
• EEC CONTROLS THE AIR CONTROL VALVE TO MODULATE
DEPENDING ON THE HEAT MANAGEMENT SYSTEM REQUIREMENTS
• ACOC HAS AN OIL BYPASS VALVE IN CASE THE COOLER GETS
BLOCKED
• INLET OIL TEMP SENSOR IS USED BY THE EEC FOR THE HEAT
MANAGEMENT SYSTEM ONLY
• FCOC – HAS AN OIL BYPASS VALVE WHICH FEEDS THE OIL
HALFWAY UP THE COOLER IN CASE OF BLOCKAGE OR IF OIL
VISCOSITY IS HIGH
• 6 SCAVENGE PUMPS ARE ENCLOSED IN A SINGLE CASE AND
MOUNTED ON THE AFT FACE LH SIDE OF THE EGB
• #4 BEARING MCD IS LOCATED ON THE DEOILER CASE
• DEOILER LOCATED FWD RH FACE OF EGB
• SCAVENGE FILTER IS DISPOSABLE BYPASSED FILTER WITH DIFF PX
SENSOR FOR ECAM INDICATION
• MOUNTED ON THE AFT FACE OF THE TANK
• OIL TEMP SENSOR IN LOCATED ON INLET OF THE FILTER FOR ECAM
INDICATION
• DIFF PX SENSOR IS REMOTELY LOCATED ON THE COMP CASE FWD
OF THE FCOC AT 9.00 POSITION
• #4 BEARING SCAVENGE VALVE MAINTAINS DIFF PX BETWEEN THE
BEARING COMPARTMENT AND THE DEOILER TO HELP VENTILATION
• THE VALVE IS 2 POSITION CONTROLLED BY UNREGULATED 10TH
STAGE AIR. AS ENGINE RPM INCREASES, 10TH STAGE BLEED PX
INCREASES THUS CLOSING THE VALVE AT HIGHER RPM
• UPTO 150 PSI, THE VALVE SPRING IS STRONG ENOUGH TO HOLD THE
VALVE OPEN. AIR PX OVERCOMES THE VALVE SPRING AT 200 PSI
10TH STAGE PX
• AN ELECTRICAL POSITION SIGNAL IS USED BY THE EEC TO MONITOR
VALVE POSITION IN COMPARISON TO THE ENGINE RPM TO ENSURE
CORRECT OPERATION. IF ANY DISCREPANCY IS SENSED, A CAUTION
IS GENERATED
 • IN FULLY CLOSED POSITION, SLIGHT FLOW OF VENT AIR IS
ALLOWED THROUGH THE VALVE TO INDUCE AIR CIRCULATION
WITHIN THE BEARING COMPARTMENT TO HELP COOLING
• A PX TRANSDUCER IS FITTED TO THE VALVE OUTLET WHICH IS
USED BY THE EEC TO SENSE BEARING COMPARTMENT CARBON
SEAL INTEGRITY. A MAINT STATUS IS GENERATED ON LANDING
• 7 MCD IN THE SYSTEM – MASTER MCD ON THE SCAVENGE FILTER, 2
FOR EACH HALF OF THE EGB, 1 FOR AGB, 1 EACH FOR THE BEARING
COMPARTMENT SCAVENGE LINE UPSTREAM OF THE SCAVENGE
PUMPS
• THE MASTER MCD HAS 2 O-RING SEALS WHICH ARE REQUIRED FOR
CORRECT INSTALLATION. IF EITHER IS MISSING, THE MCD WILL NOT
SEAT CORRECTLY AND AN OIL LEAK CAN OCCUR FROM THE SPRING
LOADED CHECK VALVE
• OIL WILL LEAK IF THE MCD IS INCORRECTLY INSTALLED BUT NOT
IF THE MCD IS NOT INSTALLED AT ALL
• MOST COMMON CONDITION FOR MCD CHECK IS SCAVENGE OIL
FILTER CLOG
• DIFF LO OIL PX TX AND LO OIL PX WARNING SWITCH ARE LOCATED
ON FAN CASE AT APPROX 10.00 POSITION

WHY IS LO OIL PX WARNING SWITCH ON V2500 ENGINE SET AT 60 PISD

AND ON THE CFM IS SET TO 13 PSID ALTHOUGH BOTH SYSTEMS OPERATE
AT ALMOST THE SAME PX?
V2500 USES SCAVENGE LINE AS REFERENCE WHILE CFM USES VENT LINE
AS REFERENCE, ANS AS SCAVENGE LINE PX IS LESS THAN VENT LINE PX,
DIFF PX FOR THE V2500 IS HIGHER THAN THE CFM

HEAT MANAGEMENT SYSTEM

• 3 SOURCES OF COOLING – LP FUEL PASSING THROUGH TO THE
BURNERS, LP FUEL RETURNED TO THE TANK AND FAN AIR
• 3 CONTROL VALVES FORM THE DIVERTER AND BACK TO TANK
VALVE
• 4 MODES OF OPERATION. THE LOGIC OF OPERATION IS
CONTROLLED BY EEC PROGRAMMING AND IS A FUNCTION OF
FUEL AND OIL TEMP LIMITS AND THE TEMP OF THE FUEL
RETURNING TO THE TANK
• MODE 1 – START/TAXI/CLIMB PHASE. FUEL FLOW IS ENOUGH TO
COOL THE ENGINE AND IDG OIL AS WELL AS LIMIT THE TEMP OF
TANK RETURN FUEL. ACOC IS CLOSED. COMPARABLE TO FRV
OPEN
• MODE 3 – HIGH POWER/TAKE OFF. SINCE ENGINE IS SET AT HIGH
POWER, ALMOST ALL THE FUEL THROUGH THE SYSTEM IS
BURNED. MOST OF THE ENGINE AND IDG OIL HEAT IS ABSORBED
BY THE BURNED FUEL. FUEL TEMP IS ABOVE LIMIT AND CANNOT
 BE RETURNED TO THE TANK. IF REQUIRED, THE ACOC IS
PARTIALLY OPENED TO PRE-COOL THE ENGINE OIL.
COMPARABLE TO FRV CLOSED
• MODE 4 – DESCENT. SINCE FUEL REQUIREMENT IS LOW, MOST OF
THE HP PUMP OUTPUT IS OFFLOADED AND RETURNED TO THE LP
OUTLET, THUS FUEL TEMP INCREASES ABOVE LIMIT. THE OIL IN
THE FCOC IS NOW COOLER AND ABSORBS THE FUEL HEAT AND
REQUIRES THE ACOC FULLY OPEN TO MAINTAIN OIL TEMP LIMIT.
IDG OIL IS COOLED BY FUEL AND RETURNED TO THE TANKS.
COMPARABLE TO FRV OPEN. FCOC ROLE IS REVERSED SINCE HP
PUMP FUEL OUTLET TEMP IS HIGHER THAN ENGINE OIL TEMP
WHICH HAS BEEN COOLED BY THE ACOC
• MODE 5 – FAILSAFE MODE AT HIGH POWER. SINCE ENGINE
REQUIRES HIGH FUEL FLOW, ALMOST ALL THE FUEL IS BURNED.
ENGINE AND IDG OIL HEAT IS ABSORBED BY THE ENTIRE FUEL
FLOW THROUGH THE SYSTEM. THERE IS NO FUEL
RECIRCULATION AND TANK RETURN IS CLOSED. ACOC IS FULLY
OPEN TO PRE-COOL THE ENGINE OIL. COMPARABLE TO FRV
CLOSED
• ACOC CONTROLLED ELECTRICALLY BY EEC THROUGH A
TORQUE MOTOR AND ACTUATED BY A FUEL OPERATED SERVO
VALVE
• POSITION FEEDBACK TO EEC VIA LVDT
• FAILSAFE IN THE OPEN POSITION TO MAINTAIN EFFICIENT
COOLING
• FUEL DIVERTER AND BACK TO TANK VALVE IS MOUNTED ON
THE FCOC AFT FACE
• FUEL DIVERTER VALVE IS A 2 POSITION VALVE CONTROLLED BY
THE EEC VIA DUAL COIL SOLENOID
• BACK TO TANK VALVE IS A MODULATING VALVE CONTROLLED
BY THE EEC AND IS FULLY CLOSED IN FAILSAFE MODE

COMPRESSOR AIRFLOW SYSTEM

• VSV AND BSBV ACTUATORS ARE OPERATED BY SERVO FUEL AND
CONTROLLED BY EEC CONTROL CHANNEL
• VSV AND VIGV ARE FAILSAFE OPEN
• HANDLING BLEED VALVES (STAGES 7 AND 10) ARE OPERATED BY
12TH STAGE AIR AND CONTROLLED BY EEC CONTROL CHANNEL
• BSBV SYSTEM BLEEDS AIR FROM STATION 2.5 (LPC/BOOSTER
DISCHARGE) INTO THE FAN STREAM
• A1 BSBV SYSTEM – CONSISTS OF 27 FLAPS OPERATED BY 2
ACTUATORS VIA A SYNCHRONOUS RING. ALL 27 FLAPS ARE
SIMULTANEOUSLY OPERATED
• A5 BSBV SYSTEM – CONSISTS OF A RING TYPE VALVE WHICH
ROTATES AND SLIDES TO OPEN OR CLOSE THE VALVE. RING IS
SUPPORTED BY 10 STRUTS AND DRIVEN BY 2 ACTUATORS
• FULLY MODULATING VALVE WHICH IS A FUNCTION OF N1,
ALTITUDE AND A/C SPEED
• BSBV IS FULLY OPEN AT ENGINE START AND PROGRESSIVELY
CLOSES. FOR ACCELERATION, T/O AND CRUISE THE VALVE IS
CLOSED
• THE ACTUATORS ARE LINKED HYDRAULICALLY, ONE OF THEM IS
THE MASTER ACTUATOR WHILE THE OTHER IS THE SLAVE
• MASTER ACTUATOR POSITION FEEDBACK IS PROVIDED TO THE EEC
BY AN LVDT
• MASTER ACTUATOR LOCATED 9.00 POSITION AND SLAVE
ACTUATOR LOCATED 3.00 POSITION ON THE HPC CASE
• SLAVE ACTUATOR HAS 2 OVERLOAD RELIEF VALVES WHICH
PREVENT SYSTEM DAMAGE IN CASE OF A SEIZED ACTUATOR
• NO RIGGING IS REQUIRED AFTER REM/INST OF EITHER ACTUATOR.
HIGH POWER ENGINE RUN WILL CHECK PROPER SYSTEM
ACTUATION AND LEAKS
• VSV SYSTEM IS OPERATED BY A SINGLE ACTUATOR CONTROLLED
BY EITHER EEC CHANNEL
• EACH STAGE OF THE VSV SYSTEM IS ACTUATED BY UNISON RINGS
CONNECTED BY RODS TO A CRANKSHAFT ARRANGEMENT WHICH IS
DRIVEN BY THE ACTUATOR
• ACTUATOR EXTENDEDÆVANES CLOSEDÆENGINE SHUTDOWN/LOW
RPM
• ACTUATOR HAS BUILT IN LVDT FOR POSITION FEEDBACK TO EEC
• ACTUATOR LOCATED APPROX 8.00 POSITION ON HPC CASE
• A1 VSV SYSTEM – VIGV + 4 STAGE VSV (HPC STAGE 3,4,5,6)
• A5 VSV SYSTEM – VIGV + 3 STAGE VSV (HPC STAGE 3,4,5)
• PRIOR TO ACTUATOR REMOVAL, CONTROL FUEL LINES MUST BE
DRAINED FROM THE LOWEST POINT IN THE SYSTEM, NEAR THE FMU
• ONCE FUEL IS DRAINED, THE ACTUATOR IS FREE TO MOVE. SINCE
AT SHUTDOWN THE ACTUATOR IS EXTENDED, IT HAS TO BE
MANUALLY RETRACTED TO FACILITATE REMOVAL
• 2 RIGGING POSITIONS ARE PROVIDED, ONE ON THE CRANKSHAFT
ASSY AND THE OTHER ON THE ACTUATOR ROD. IN THE RIGGED
POSITION, THE ACTUATOR ARM IS RETRACTED
• AFTER INSTALLATION, ENGINE HIGH POWER RUN IS REQUIRED TO
CHECK SYSTEM ACTUATION AND PERFORM LEAK CHECK
• 4 HANDLING BLEED VALVES – 3 STAGE 7 AND 1 STAGE 10
• 2 POSITION VALVES ACTUATED BY 12TH STAGE AIR BY SOLENOID
VALVES CONTROLLED BY EEC. SOLENOID ENERGIZEDÆVALVE
CLOSED
• ALL VALVES ARE SPRING LOADED OPEN TO MAINTAIN SURGE
MARGIN BUT ARE NOT MONITORED
• SOLENOID CONTROL VALVES ARE LOCATED ON THE FAN CASE AT
3.00 POSITION AND ARE LRU
• OPERATION OF THE BLEED VALVES IS A FUNCTION OF THE N2 AND
THEY ARE ALSO TIME RESTRICTED
• ACC SYSTEM IS ELECTRICALLY CONTROLLED BY EEC AND
HYDRAULICALLY ACTUATED BY SERVO FUEL PX
• SINGLE ACTUATOR OPERATING A DUAL VALVE WHICH MODULATES
LPT AND HPT SYSTEM COOLING AIR
• BOTH VALVES MOVE INDEPENDENTLY BUT ARE MECHANICALLY
CONNECTED
• VALVE OPERATION IS A FUNCTION OF N2 AND ALTITUDE
• FAILSAFE POSITION – HP VALVE CLOSED, LP VALVE HALF OPEN,
ACTUATOR ROD EXTENDED. THIS POSITION IS MAINTAINED UNTIL
ALL CONDITIONS ARE RESTORED
• FAN DISCHARGE AIR IS SUPPLIED TO 4 LP TUBES AND 8 HP TUBES
RUNNING AROUND THE TURBINE CASING
• LVDT ON THE ACTUATOR PROVIDES FEEDBACK SIGNAL TO EEC
• ACTUATOR LOCATED APPROX 4.00 POSITION ON HPC CASE AFT OF
STATION 2.5. THE VALVE BODY IS LOCATED AT 4.00 POSITION ON
THE DIFFUSER CASE
• TO MAINTAIN EGT MARGIN WITH INCREASING ENGINE LIFE, 4
HOLES ARE DRILLED ON THE HP VALVE BUTTERFLY. INITIALLY
THEY ARE BLANKED BY SCREWS. AS ENGINE HOURS INCREASE, EGT
MARGIN REDUCES. TO INCREASE THIS MARGIN AGAIN, THE HPT
MUST BE COOLED MORE. ONE SCREW IS REMOVED AND NOW EVEN
WITH VALVE CLOSED, SOME AIR IS AVAILABLE FOR HPT COOLING.
THIS CONTINUES UNTIL ALL THE HOLES ARE OPENED. IF THE VALVE
IS CHANGED, THE NEW VALVE MUST BE PUT TO THE SAME STATUS
AS THE OLD ONE. THE REMOVED SCREWS ARE RETAINED ON A
PLATE NEXT TO THE VALVE
• MAKEUP VALVE IS A 2 POSITION VALVE CONTROLLED BY THE EEC
AND OPERATED BY 12TH STAGE AIR SERVO PX THROUGH A
SOLENOID VALVE
• THE MAKEUP VALVE IS LOCATED ON THE DIFFUSER CASE AT 12.00
POSITION. THE SOLENOID VALVE IS LOCATED APPROX 3.00 POSITION
ON THE FAN CASE
• 2 OUTPUTS OF THE MAKEUP VALVE GO INTO EACH SIDE OF THE
COMBUSTOR CASE AND SUPPLY 10TH STAGE AIR TO THE #4 BEARING
COMPARTMENT
• VALVE IS MAINTAINED OPEN IN ALL FLIGHT PHASES EXCEPT
CRUISE
• FAILSAFE POSITION IS OPEN
• ON THE VALVE BODY, AT THE INLET OF THE VALVE, A BLEED OF
THE 10TH STAGE AIR IS TAPPED FOR #4 SCAVENGE VALVE SERVO
SUPPLY
 • HP AIR IS BLED FOR CUSTOMER BLEED REQUIREMENTS – CABIN
CONDITIONING, WING ANTI-ICING, ENGINE START, HYD RESERVOIR
PRESSURIZATION, WATER SYSTEM PRESSURIZATION
• ENGINE AIR BLEED IS CONTROLLED BY BMC
• FUNCTIONS OF BMC – SELECT SOURCE AS PER ENGINE POWER
SETTING, REGULATE BLEED PX, CONTROL BLEED TEMP
• 1 BLEED FROM STAGE 7 FOR HIGH POWER SETTING AND 1 FROM
STAGE 10 FOR LOW POWER SETTING
• OPERATION OF THE FAN AIR VALVE IS A FUNCTION OF TEMP
CONTROL THERMOSTAT. PX REGULATING VALVE OPERATION IS A
FUNCTION OF TEMP LIMITING THERMOSTAT
• HP VALVE, PX REGULATING VALVE AND IP CHECK VALVE ARE PART
OF THE ENGINE AND LOCATED ON THE LH SIDE OF THE ENGINE
• HP VALVE AND PRV ARE IDENTICAL AND INTERCHANGEABLE
• HP VALVE IS SOLENOID CONTROLLED PNEUMATICALLY OPERATED
BY PRV PX
• HP VALVE AND PRV CAN BE LOCKED IN CLOSED OR OPEN POSITION
• MEL WILL GIVE DISPATCH MAINT REQUIREMENTS
• HP VALVE LOGIC – ENGINE HIGHER THAN IDLE+NORMAL BLEED
CONFIG+WING ANTI-ICE OFF+ALTITUDE >15000 FTÆEEC COMMANDS
THE PRV SOLENOID TO ENERGIZE. THIS VENTS PRV DOWNSTREAM
PX WHICH IS THE SENSE LINE FOR HP VALVE, THUS CLOSING THE HP
VALVE

ENGINE ANTI-ICING
• INLET COWL IS PROTECTED BY 7TH STAGE AIR
• P2/T2 PROBE IS PROTECTED BY ITS OWN 115 V AC HEATER COIL
• SPINNER IS AERODYNAMICALLY PROTECTED
• INLET ANTI-ICE VALVE IS ELECTRICALLY CONTROLLED,
PNEUMATICALLY OPERATED
• LOCATED RH SIDE OF FAN CASE ON AFT WALL OF INLET COWL
APPROX 5.00 POSITION
• IT IS SPRING LOADED CLOSED AND FAILSAFE OPEN
• VALVE CAN BE MANUALLY LOCKED IN OPEN OR CLOSE POSITION
DEPENDING ON ICING CONDITION FOR THE FLIGHT
• THE SOLENOID IS ENERGIZED TO MAINTAIN VALVE CLOSED WITH
DUCT PRESSURIZED
• EVEN WITH SOLENOID DE-ENERGIZED, THE VALVE REQUIRES
UPSTREAM PX TO OPEN

ENGINE INDICATION
• MAX EGT AT START – 590 DEG C
• MAX EGT AT IDLE – 635 DEG C
• PRIMARY ENGINE PARAMETERS – EGT, N1, N2 AND EPR
• ON UPPER ECAM A GREY BOX APPEARS AROUND N2 INDICATION AT
ENGINE START TO SHOW START VALVE IS OPEN
• ON ENGINE SYSTEM PAGE NACELLE TEMP IS REPLACED BY BLEED
PX DURING ENGINE START
• N1 IS DETECTED BY 2 SPEED PROBES (1 FOR EACH EEC CHANNEL)
SENSING A PHONIC WHEEL. THIS IS USED BY EEC TO MANAGE
ENGINE POWER SETTINGS
• N2 IS DERIVED FROM EEC DEDICATED ALTERNATOR OUTPUT
FREQUENCY. THIS IS USED BY THE EVMU
• A DEDICATED SPEED PROBE SENSES N1 ROTATION FOR TRIM
BALANCING CALCULATIONS
• THE SPEED PROBES ARE MOUNTED INTERNALLY ON THE #2
BEARING SUPPORT
• AN EXTRA SPEED PROBE IS MOUNTED INTERNALLY SINCE ACCESS
TO CHANGE A FAULTY PROBE IS DIFFICULT
• CHANGING SPEED PROBES INVOLVES SWITCHING THE ELECTRICAL
CONNECTORS ON THE JUNCTION BOX
• JUNCTION BOX IS LOCATED ON FAN CASE STRUT 3 AT APPROX 1.00
POSITION
• JUNCTION BOX CONSISTS OF 8 TERMINALS, 2 EACH FOR ALL THE
PROBES. TERMINALS 3 AND 4 ARE FOR THE SPARE SENSOR
• EGT MEASURED BY 4 THERMOCOUPLES LOCATED WITHIN THE
STRUTS OF THE TURBINE SUPPORT CASE
• THE THERMOCOUPLES SUPPLY A JUNCTION BOX MOUNTED AT 6.00
POSITION ON THE TURBINE CASE
• EGT PARAMETERS ARE DISPLAYED ON UPPER ECAM IN DIGITAL
AND ANALOGUE FORMAT. THE INDICATION IS NORMALLY GREEN
BUT CHANGES TO AMBER OR RED DEPENDING ON THE LIMIT
EXCEEDANCE
• ONCE EGT HAS EXCEEDED, THE VALUE IS MEMORIZED AND A RED
LINE REMAINS ON THE ANALOGUE INDICATION AT THE MAX VALUE
• THIS INDICATION CAN BE CLEARED FROM THE CFDS MENU ON THE
MCDU
• EPR IS MEASURED AS A RATIO OF P4.9 AND P2
• P2 IS MEASURED BY A SINGLE PROBE MOUNTED AT 1.00 POSITION
ON THE INNER FAN CASE
• THERE ARE 3 P4.9 SENSORS AT 3.00, 6.00 AND 9.00 POSITIONS ON THE
TURBINE FRAME
• ACTUAL EPR IS DISPLAYED IN GREEN ON THE UPPER ECAM IN AN
ANALOGUE FORMAT. IF THE EPR IS EXCEEDED, THE INDICATION
CHANGES TO AMBER OR RED DEPENDING ON THE EXCEEDANCE
• MAX EPR IS INDICATED BY A THICK AMBER LINE. EPR EXCEEDANCE
IS INDICATED BY A RED LINE
• THIS INDICATION CAN BE CLEARED FROM THE CFDS MENU ON THE
MCDU
 • P2/T2 PROBE IS ELECTRICALLY HEATED. IF P2/T2 PROBE HEATING IS
LOST, EEC WILL REVERT TO UNRATED N1 MODE
• THERE IS NO CB FOR THE HEATING CIRCUIT, IT IS POWERED AS
LONG AS ENGINE IS RUNNING
• ENGINE VIBRATION IS MONITORED BY A TRANSDUCER ON EACH
ENGINE FAN CASE AT APPROX 11.00 POSITION
• THE SENSOR HAS 2 OUTPUT CHANNELS. AT STARTUP EITHER
CHANNEL IS CHOSEN ALTERNATELY BY THE EEC COMMAND
CHANNEL
• IF A FAILURE OF THE SELECTED CHANNEL OCCURS, INDICATION IS
LOST. THERE IS NO AUTO SWITCHOVER OF THE CHANNELS. THEY
CAN BE MANUALLY SWITCHED FROM THE CFDS. THIS OPERATION
WILL LATCH THE SENSOR CHANNEL
• THE SENSOR SENDS ITS SIGNALS TO THE EVMU CHANNEL FOR THAT
PARTICULAR ENGINE
• VIBRATION INDICATIONS ARE DISPLAYED IN GREEN ON THE LOWER
ECAM CRUISE PAGE. THE INDICATION FLASHES IF THE ADVISORY
LEVEL IS REACHED. IF THE SENSOR CHANNEL IS FAULTY, AMBER
CROSSES APPEAR

STARTING & IGNITION

• MIN DUCT PX FOR ENGINE START – 30 TO 40 PSI
• STARTER VALVE LOCATED APPROX 5.00 POSITION ON FAN CASE AFT
OF THE INLET COWL
• AUTO START ON GROUND – IGNITION CHANNELS ARE ALWAYS
ENERGIZED ALTERNATELY IRRESPECTIVE OF SERVICEABILITY
• MANUAL START ON GROUND – BOTH CHANNELS ARE ENERGIZED
• IN-FLIGHT START – BOTH CHANNELS ARE ALWAYS ENERGIZED
• STARTER MOTOR LOCATED FWD RH FACE OF EGB
• STARTER LUBRICATED BY INTEGRAL OIL SYSTEM
• STARTER CONVERTS HIGH SPEED LOW TORQUE INTO SLOW SPEED
HIGH TORQUE
• WHEN THE STARTER DISENGAGES BY CLUTCH ACTION, THE
STARTER VALVE IS ELECTRICALLY SHUT BY THE EEC TO PREVENT
DAMAGE TO THE TURBINE DUE TO EXCESSIVE ROTATIONAL SPEED
• STARTER VALVE IS ELECTRICALLY CONTROLLED AND
PNEUMATICALLY OPERATED BY THE EEC. THE EEC IS ALWAYS IN
CONTROL OF THE SHUT DOWN COMMAND IRRESPECTIVE OF
MANUAL OR AUTO START FUNCTION
• STARTER VALVE CAN BE PHYSICALLY OPERATED WITH A 3/8”
DRIVE. ACCESS IS THROUGH A PANEL ON THE RH SIDE FAN COWL
• WITH SOLENOID DE-ENERGIZED, THE VALVE IS CLOSED
• EEC CONTROLS VALVE TO SHUT WHEN N2 REACHES 43% RPM
• START VALVE CAN BE RE-ENGAGED ONLY BELOW 10% N2 TO
PREVENT DAMAGE. THIS IS KNOWN AS CRASH RE-ENGAGEMENT
 SPEED. FOR AUTO RE-START EEC WILL MONITOR N2 BEFORE RE-
ENGAGING THE STARTER. DURING MANUAL RE-START, IF N2 IS
ABOVE 10% RPM, THE EEC WILL PREVENT STARTER RE-
ENGAGEMENT IRRESPECTIVE OF THE MANUAL COMMAND
• STARTER DUTY CYCLE – 3 START CYCLE: 2 MIN ONÆ15 SEC OFF, 2
MIN ONÆ15 SEC OFF, 1 MIN ONÆ30 MIN OFF. SINGLE START CYCLE: 4
MIN ONÆ30 MIN OFF
• EEC WILL MONITOR DUTY CYCLE TIME IRRESPECTIVE OF MANUAL
OR AUTO START FUNCTION
• EITHER START CYCLE CAN BE SELECTED AT A TIME. 30 MIN COOL-
DOWN TIME IS REQUIRED BEFORE THE NEXT ATTEMPT
• 2 INDEPENDENT IGNITION SYSTEMS, EACH CONSIST OF – 1 IGNITION
EXCITER BOX, 1 IGNITER PLUG AND 1 HIGH TENSION LEAD
• IGNITER BOXES ARE MOUNTED ON THE COMPRESSOR CASE AT
APPROX 3.00 POSITION. #1 SYSTEM IS MOUNTED ABOVE #2 SYSTEM
• THE HIGH TENSION LEADS ARE COOLED BY DUCTED FAN AIR
• WITH EIU FAILURE, BOTH IGNITION SYSTEMS ARE CONTINUOUSLY
ON BUT P2/T2 PROBE HEATING IS LOST
• DUAL IGNITION IS AUTOMATICALLY SELECTED FOR IN-FLIGHT
STARTS, MANUAL START AND CONTINUOUS IGNITION
REQUIREMENTS (BY SELECTING “IGN” ON THE IGNITION SELECTOR
WITH AN ENGINE ALREADY RUNNING)
• CONTINUOUS IGNITION IS AUTOMATICALLY SELECTED WITH FLAPS
EXTENDED OR WITH ENGINE ANTI-ICE ON
• IGNITION RELAY BOX IS MOUNTED ON THE FAN CASE AT APPROX
3.00 POSITION. IT HOUSES SINGLE RELAYS FOR EACH IGNITION
SYSTEM AND ALSO THE CONTROL RELAY FOR P2/T2 PROBE
HEATING
• IGNITION SYSTEM IS POWERED BY 115 V AC FROM THE NORMAL
AND STBY BUS
• ENGINE START PAGE IS DISPLAYED ON THE LOWER ECAM AS SOON
AS IGNITION SWITCH IS SET TO “IGN” OR “CRANK”
• ENG MAN START BUTTON IS USED TO MANUALLY CONTROL THE
START VALVE TO ON. IN ALL CASES THE EEC WILL COMMAND THE
VALVE TO CLOSE
• AUTO GROUND START – IGNITION TO “IGN”ÆMASTER LEVER
“ON”Æ15% N2 IGNITION SYSTEM IS ENERGIZEDÆ19% N2 PRSOV
OPENSÆ43% N2 STARTER DISENGAGES, IGNITION SYSTEM DE-
ENERGIZED
• AUTO START IN FLIGHT IS SAME AS ABOVE, ONLY THAT BOTH
IGNITION SYSTEMS ARE ACTIVE
• MANUAL START – IGNITION SWITCH “ON”ÆENG MAN START
BUTTON “ON”ÆAT 20% N2 MASTER LEVER “ON”ÆAFTER ENGINE
STABILIZES, ENG MAN START BUTTON “OFF”
 • IN ALL CASES EXCEPT MANUAL START, EEC PROVIDES PROTECTION
UPTO 43% N2
• IN MANUAL START, ONLY PROTECTION IS EGT. EEC WILL
INTERRUPT THE START IF EGT EXCEEDS LIMITS
• DURING ENGINE START, ON LOWER ECAM, NACELLE TEMP
INDICATION IS REPLACED BY IGN AND BLEED VALVE INDICATION
• EGT EXCEEDANCE TIME IS CALCULATED AS THE TOTAL TIME IT
TAKES FROM THE EXCEEDANCE UPTO THE MAX EGT AND BACK TO
ADVISORY LIMIT
• “IGNITION” ADVISORY ON THE UPPER ECAM IS ONLY INDICATION
OF CONTINUOUS IGNITION
• “ENG 1 / 2 STALL” ADVISORY INDICATES THAT EGT/N2
RELATIONSHIP IS NOT WITHIN LIMITS AND EEC COMMANDS PRSOV
TO CLOSE AND IGNITION SYSTEM DE-ENERGIZED. ENGINE IS
CRANKED TO PURGE THE FUEL SYSTEM
• AT ANY TIME DURING AUTO OR MANUAL START SEQUENCE,
SELECTING MASTER LEVER OFF WILL INTERRUPT THE CYCLE

NACELLE
• ENGINE FRONT MOUNTS TRANSFERS VERTICAL, LATERAL AND
THRUST LOADS
• ENGINE REAR MOUNT TRANSFERS VERTICAL, LATERAL AND
TORQUE LOADS
• FAN COWLS SECURED BY 4 HINGES AND 4 LATCHES
• C DUCT COWLS SECURED BY 4 HINGES AND 6 LATCHES. OPENING
SEQUENCE 3,2,5,4,1. THE 6TH LATCH IS HIDDEN UNDER THE FAN
COWLS WHICH MUST BE OPENED FIRST
• EACH C DUCT COWL HAS AN OPENING ACTUATOR WHICH IS
COOLED BY FAN AIR
• EACH ACTUATOR HAS AN OVER PX RELIEF VALVE WHICH
PREVENTS DAMAGE WHILE OPENING THE COWLS
• WITHIN EACH ACTUATOR IS A CHECK VALVE WHICH REDUCES
RATE OF FLUID RETURN AND THUS CONTROLS THE CLOSING SPEED
• TAKE UP DEVICE IS USED WHEN OPENING AND CLOSING THE C
DUCT COWLS

THRUST REVERSER SYSTEM

• 2 TRANSLATING COWLS PER ENGINE
• ELECTRICALLY CONTROLLED AND HYDRAULICALLY ACTUATED
• SYSTEM ACTUATION – LEVERS TO REVERSEÆREVERSERS
UNLOCKEDÆENGINE TO IDLEÆAT 78% REVERSER TRAVEL, ENGINE
ACCELERATES TO REVERSE TRAÆFULL REVERSER DEPLOYMENT
• INDICATIONS – GREEN: DEPLOYED AND LOCKED, AMBER:
UNLOCKED OR TRANSIT, NONE: STOWED AND LOCKED
• AUTO STOW FUNCTION – ENGINE IN FWD THRUST, IF REVERSER
UNLOCKS, AT 10% TRAVEL THE ACTUATORS ARE PRESSURIZED TO
STOW. IF REVERSER IS NOT STOWED BY 15% TRAVEL, ENGINE WILL
REDUCE TO IDLE POWER AND ACTUATORS REMAIN PRESSURIZED
• AUTO RE-DEPLOY FUNCTION – ENGINE IN REV THRUST, IF SLEEVE
UNLOCKS, AT 90% TRAVEL POSITION, SYSTEM IS PRESSURIZED TO
RE-DEPLOY. IF BY 78% TRAVEL POSITION, ACTUATOR IS NOT RE-
DEPLOYED, ENGINE WILL REDUCE TO IDLE POWER AND HYD PX IS
MAINTAINED
• EACH TRANSLATING SLEEVE HAS 2 ACTUATORS, UPPER NON-
LOCKING AND LOWER LOCKING
• LOCKING ACTUATOR HOLDS THE REVERSER IN THE STOWED
POSITION. THE LOCKS HAVE MICROSWITCHES WHICH ARE USED
FOR EEC SYSTEM MONITORING AND INDICATION
• THE ACTUATORS ARE SYNCHRONIZED BY A TELEFLEX CABLE
WHICH RUNS THROUGH THE DEPLOY LINE
• MANUAL REVERSER OPERATION IS PROTECTED BY A LOCKING
HANDLE ON EACH ACTUATOR
• UPPER ACTUATORS HAVE BUILT IN LVDT FOR POSITION
INDICATIONS
• HCU COMPONENTS – ISOLATION VALVE, DIRECTION CONTROL
VALVE, PX SWITCH, FILTER, BLEED VALVE AND 2 SOLENOID
VALVES
• HCU LOCATED LH SIDE BOTTOM OF PYLON INTERFACE ACCESSED
BY OPENING THE FAN COWLS
• AN INDEPENDENT SHUT OFF VALVE IS POSITION UPSTREAM OF THE
HCU AS A MODIFICATION. THIS VALVE ISOLATES THE REV HYD SYS
FROM THE A/C HYD SYS TO PROVIDE A TERTIARY REV LOCK
• TERTIARY LOCK CONDITIONS – TLA IN REV IDLE, ALTITUDE < 6 FT
(A/C ON GROUND), OTHER ENGINE NOT IN HIGH FWD THRUST.
CONTROLLED BY SEC 1 OR 2 FOR ENGINE 1 AND SEC 1 OR 3 FOR
ENGINE 2
• TERTIARY LOCK IS LOCATED FWD OF ENGINE PYLON ON LH SIDE
ACCESSED BY OPENING AN ACCESS PANEL
• ISOLATION VALVE HAS A MECHANICAL LOCKING HANDLE WHICH IS
USED FOR GROUND MAINTENANCE TO ISOLATE THE REVERSER
CONTROL COMMAND
• THE ACTUATORS ARE HYDRAULICALLY ACTUATED AND HAVE
INTERNAL RESTRICTORS TO CONTROL RATE OF TRAVEL. THEY
ALSO HAVE BUILT IN STOPS FOR MAX TRAVEL RANGE
• INITIAL OPERATION OF THE DEPLOY SEQUENCE CAUSES THE
ACTUATOR TO MOVE AGAINST THE TINELOCKS THUS RELEASING
THEM
• CASCADE VANES HAVE DIFFERENT PART NUMBERS FOR DIFFERENT
LOCATIONS AND ARE ALSO DIFFERENT FOR BOTH ENGINES
 • IN THE STOWED POSITION, THE REVERSERS ARE HELD
MECHANICALLY WITH BOTH SIDES OF THE ACTUATORS PORTED TO
RETURN
• OPERATING RESTRICTIONS OF THE T/R ARE CONTROLLED BY THE
EEC COMMAND TO THE DCV VIA THE EIU
• T/R DEPLOY OPERATION – DEPLOY COMMANDÆISOLATION VALVE
SOLENOID ENERGIZEDÆDCV SOLENOID ENERGIZEDÆLOWER
ACTUATORS UNLOCK, T/R DEPLOYS
• REVERSERS ARE HELD IN THE DEPLOY POSITION BY AIR LOADS
ONLY. ONCE FULLY DEPLOYED, THE ISOLATION VALVE IS DE-
PRESSURIZED AND BOTH SIDES OF THE ACTUATORS ARE PORTED TO
RETURN
• T/R STOW OPERATION – STOW COMMANDÆISOLATION VALVE
SOLENOID ENERGIZEDÆACTUATORS MOVE TO STOW
• ONCE THE LOWER ACTUATORS LATCH MECHANICALLY, EEC DE-
ENERGIZES ISOLATION VALVE AND BOTH SIDES OF THE
ACTUATORS ARE PORTED TO RETURN
• FOR MANUAL OPERATION OF THE TRANSLATING SLEEVES, HCU
MUST BE DE-ACTIVATED, CB PULLED, BYPASS VALVE LEVER MUST
BE DE-ACTIVATED

VENTILATION
• ZONE 1/FAN COMPARTMENT IS VENTILATED BY RAM AIR. INLET
LOCATED AT APPROX 11.00 POSITION ON THE INLET COWL AND
OUTLET AT 6.00 POSITION ON THE FAN COWLS
• ZONE 2/CORE IS VENTILATED BY ZONE 1 AIR AND ACC AIR. OUTLET
IS LOCATED AT 6.00 POSITION ON THE C DUCTS
• NACELLE TEMP SENSOR IS LOCATED AT 6.00 POSITION WITHIN THE
CORE AND BELOW THE HPC CASE. IT IS USED FOR ECAM INDICATION
• ENGINE FIRE DETECTION SYSTEM CONSISTS OF 2 SEPARATE
SYSTEMS FOR ZONE1 AND ZONE2. EACH IS COMPOSED OF A DUAL
SENSOR SYSTRON-DONNER TYPE DETECTOR
 A320 V2500 PHASE 5 EXAM DEBRIEF
1. V2500 CAN BE INSTALLED ON ALL A320 FAMILY EXCEPT 318

2. OIL SERVICE PANEL ON L/H FAN COWL

3. ROLLER BEARINGS AT POSITIONS 2, 4 & 5

4. FAN BLADE HAS 22 BLADES

5. STN 12.5 IS BYPASS STREAM

6. PMA SUPPLIES POWER WHEN N2 GREATER THAN 10%

7. IF SINGLE DATA INPUT TO EEC FAILS CROSS TRANSFER FROM OTHER CHANNEL
OCCURS

8. AUTO THROTTLE ENGAGES IN IDLE TO CLIMB BOTH ENGINES RUNNING

9. THE FMV HAS 3 TORQUE MOTORS

10. FUEL FLOW TRANSMITTER POSITIONED BETWEEN FMV & DISTRIBUTION VALVE

11. TOTAL OF 20 FUEL NOZZLES

12. DISTRIBUTION VALVE POSITIONED BY A SOLENOID

13. RETURN TO TANK VALVE BY A TORQUE MOTOR

14. THE FOHE IS ATTACHED TO ……………..

15. COMPRESSOR AIR FLOW REGULATION TO REDUCE THE SURGE MARGIN

16. ZONE 2 COOLING BY FAN DISCHARGE AIR

17. STAGE 7 & 10 VALVES FAIL OPEN. OPEN ALSO ON ENGINE SHUT DOWN

18. N1 SPEED SENSOR SIGNAL FROM PHONIC WHEEL ON NUMBER 2 BEARING SUPPORT

19. PRIMARY PARAMETERS ARE – N1, N2, EGT, AND FUEL FLOW

20. EGT AT STATION 4.9

21. TRUST REVERSER LOCKED IN STOW POSITION IN FLIGHT BY MECHANICAL LOCKS ON

THE LOWER ACTUATORS

22. SYNCHRONIZATION OF TRUST REVERSER BY DOUBLE LATCH AND SYNCHRO TUBES

23. AUTO RESTOW PREVENTS UNCOMMANDED DEPLOYMENT OF THE TR

24. TR CAN BE DEPLOYED WHEN ENGINE NOT RUN BY OPENING THE BYPASS VALVE,
RELEASING THE MECHANICAL LOCKS AND MECHANICAL DRIVE

25. AT LOW TEMPERATURES THE OIL IN THE TANK IS PROTECTED BY A RELIEF VALVE
THAT OPENS AT 450PSI

26. ON FILTER IN OIL SYSTEM INDICATED IS SCAVENGE FILTER WHEN CLOGGED IS

INDICATED ON ECAM

27. NUMBER 4 BEARING SCAVENGE VALVE PURPOSE IS TO ……………

28. OIL SYSTEM HAS 2 TEMPERATURE SENSORS

29. ECAM OIL PRESSURE INDICATION IS FROM …………..

30. TRUST REVERSER SOV IS CONTROLLED BY THE SEC COMPUTER

31. AIR STARTER IS ON FORWARD FACE OF GEARBOX

32. PRSOV IS ENERGIZED WHEN THE MASTER LEVER ON AND FUEL PRESSURE SUFFICIENT

33. DUTY CYCLE OF STARTER IS 30 MINUTES COOLING

34. IN AUTO START IN FLIGHT BOTH IGNITERS COME ON

35. THE FUEL DIVERTER VALVE IS POSITIONED BY A SOLENOID