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Documents - Pub - Description and Operation of A320 Engine Iae v2500
Documents - Pub - Description and Operation of A320 Engine Iae v2500
Documents - Pub - Description and Operation of A320 Engine Iae v2500
DESCRIPTION
AND OPERATION
OF A320 ENGINE
(IAE V2500)
MANUFACTURERS:
Pratt & Whitney of U.S.A,
Rolls Royce of UK,
Japanese Aero Engine,
Fiat Aviazone of Italy
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CERTIFICATES
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ACKNOWLEDGEMENT
thanks to our respected parents, family members, friends, all faculty members and all
other well wishers whose casual and informal encouragement and motivations at
various stages resulted in the accomplishment of project.
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ABSTRACT
The concept of Jet propulsion Engine has started in 150-BC by Hero through his
Aeolipile based on Newton’s laws. After various inventions and developments
numerous types of jet engines have been introduced in aviation for commercial, military
and space research applications. Now a days, engines are being designed which are
more reliable and efficient. Further developments are being made to travel faster,
higher, quite, and smoother.
Aeronautics is the one of the science of flight which involves method of
designing an airplane or other flying machine. There are four basic areas that
aeronautical engineers must understand in order to be able to design planes. Mainly
aerodynamics and propulsion. Aerodynamics is the study of how air flows around the
airplane. By studying the way air flows around the plane the engineers can define the
shapes of the plane. Propulsion is the study of how to design an engine that will provide
the thrust that is needed for a plane to take off and fly through the air. The engine
provides the power for the airplane. Our work involves with case study of turboprop
engine.
A turboprop engine includes an engine nacelle and at least one bleed air line on
the low-pressure compressor and at least one ejector formed by a cooling air duct and a
nozzle to create a cooling air flow within the engine nacelle during critical ground idle
operation (controlled or uncontrolled), and without undesirably increasing fuel
consumption or disturbing the work cycle of the engine. The ejector is arranged within
the engine nacelle in the forward part of the turboprop engine , with the cooling air duct
appertaining to the ejector connecting at least one air intake disposed on the periphery
of the engine nacelle with the interior of the engine nacelle , and with the at least one
nozzle being arranged in the cooling air duct .
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INDEX
1. POWERPLANT
2. ENGINE
4. IGNITION
5. AIR
6. ENGINE CONTROL
7. ENGINE INDICATING
8. EXHAUST
9. OIL
10. STARTING
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INTRODUCTION
Most of the IAE V2500 engine's advanced features are the result of its
heritage. The V2500 traces its pedigree through partner company engines such as the
Rolls-Royce RB211 and the Pratt and Whitney PW4000.
One of the most noticeable features of the V2500 are its unique fan blades, a
good example of the advanced, proven technology contributed by the IAE partners.
The V2500 uses wide chord, shroudless, hollow blades designed and
developed by Rolls-Royce. These are manufactured by placing a 3D-machined piece of
honey-comb material between two sheets of pre-machined titanium. At high
temperatures a diffusion bond is formed between these three piece of materials such that
the finished blade is effectively a single piece, hollow structure. This lightweight blade
is then extremely strong with a leading edge that is robust and can resist damage due to
foreign object impact. In addition, the wide chord nature of the blade centrifuges
runway debris and dust into the bypass duct reducing engine removals due to Foreign
Object Damage (FOD) by a factor of four when measured against conventional narrow
blades.
When the V2500 entered service this unique blade had accumulated five
years of in-service experience of Rolls-Royce RB211 series engines. To date, hollow
wide-chord fan blades have achieved over 50 million hours in-service experience
worldwide.
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Fuel efficiency is another factor, the V2500 burns up to 4% less fuel than the
competition, which is equivalent to 5500 barrels less per aircraft per year. This
reduction in overall cost is achieved by a number of component efficiencies: the
upgraded wide chord fan gives the highest flow/unit area and lowest drag; the
utilization of the ten-stage high-pressure compressor creates extra efficiency as does the
two-stage high-pressure turbine and the five stage low-pressure turbine.
ROLLS ROYCE decided to team up with Pratt & Whitney, along with MTU
engines of Germany, Fiat of Italy & Japan Aero engines to form "I.A.E." and build a
mid-range high by-pass two-stage turbofan, the "V2500" series.
The initial "V2500-AI" engine variant was introduced in 1989 for airbus
A320 twin jet airliner and featured a single-fan and four-associated Low pressure
compressor stages; a 10 stage High pressure compressors and an annular combustor
with 20 fuel injectors, a 2-stage air cooled High pressure turbine; a 5-stage uncooled
Low pressure turbine. The engine features a FADEC and the turbines have active
clearance control. It provides a maximum take off thrust of 111 kN (11,335 kgf or
25,000 lbf).
The fan and compressor are derived from ROLLS ROYCE technology, while
the turbines, gearbox and FADEC (Full Authority Digital Engine Control ) are derived
from Pratt and Whitney technology. The V2500 series has been used on the Airbus
A321 and A320 twin jet airliners as well as the McDonnel Douglas MD-90 (now
Boeing 717) twin jet airliners.
Pressure ratio
Bypass ratio 36:1
5.7:1 -------
-------
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FAN-TYPE SINGLE-STAGE
LOW PRESSUE COMPRESSOR 3 STAGES
HIGH PRESSURE COMPRESSOR 10 STAGES
COMBUSTOR ANNULAR, 20 FUEL INJECTORS
HIGH PRESSURE TURBINE 2 STAGES, air cooled
LOW PRESSURE TURBINE ACC 5 STAGES, air cooled
GENERAL:
power plants are inter-changeable except for the thrust reverser ‘C’duct.
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1 POWERPLANT
0.1
POWER PLANT - GENERAL DESCRIPTION AND OPERATION
0.1.1 General
The aircraft is powered by two IAE V2500 turbo fan engines designed
for subsonic commercial airline service. Each engine is housed in a
nacelle suspended from a pylon attached below the wing. The right
and left power plants are interchangeable except for the thrust
reverser C ducts.
0.1.2 Description
A. Engine
The V2500 is a two spool, axial flow, high by-pass ratio turbo fan
engine. The design and configuration of the engine are based on
obtaining long life high reliability and easy access for line
maintenance. The V2500 incorporates a Full Authority Digital Engine
B. Cowling
The cowling assembly consists of:
• the air intake cowl,
• the fan cowl 437AL, 438AR, 447AL, 448AR,
• the thrust reverser 451AL, 452AR, 461AL, 462AR,
• the Common Nozzle Assembly (CNA).
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The hinged fan reverser and fan cowls are attached to the pylon. The
fan cowls are hinged at the upper part by four hinges. They are held
open by hold-open rods providing access to the engine for:
Fig.1.1 Component Location
• maintenance,
• rigging,
• trouble shooting.
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D. Attachment Fittings
The attachment fittings and support brackets ensure the attachment
on the
• engine of:
• components,
•
ducts,
• pipes,
• electrical cables.
The attachment fittings and support brackets are attached on:
• the engine core,
• the fan case,
• the accessories,
• the accessory gearbox.
E. Fire Seals
The fire walls and fire seals provide fire protection (to a fire proof
standard) between the power plant designated fire zones (fan and
core compartments).
F. Electrical Harness
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nacelle systems.
• transmits signals for:
- nacelle sub-systems
- engine control
- monitoring functions
G. Engine Drains
The drain and vent system consists of lines collecting and carrying
waste fluids and vapors overboard through the system drain mast.
This system drains the gearbox mounted accessories and engine
components
0.2.1 General
The cowls enclose the periphery of the engine so as to form the
engine Nacelle. The nacelle ensures airflow around the engine during
its operation and also provides protection for the engine and
accessories. This section is a description of the following cowls:
• engine air intake,
• fan cowl,
• the thrust reversers and the common nozzle assembly
NOTE : Fan cowls and thrust reversers are not removed for an engine
change since they are hinged to the pylon.
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0.3.1 General
The air intake cowl structure is an interchangeable aerodynamically
faired assembly which is mounted on the front of the engine fan case.
The assembly is composed of:
• an inner and outer barrel,
• a nose lip,
• a forward and aft bulkhead.
The assembly also includes installation of:
• the anti-icing ducting,
• the phone jack,
• the P2/T2 probe,
• hoisting provisions,
• a drainage provision,
• air intake collecting atmospheric air to ventilate the fan case
compartment
0.3.2 Description
A. Air Intake Cowl Configuration
• The outer skin assembly of the intake cowl is constructed of a
carbon fiber composite solid laminate.
• The inner barrel consists of acoustically treated carbon
fibercomposite/Nomex honeycomb which is bolted to the
the piccolo tube by a supply tube that penetrates the forward and aft
bulkheads
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Fig1.3 Air Intake Assembly Details
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The intake cowl aft bulkhead and the rear of the inner barrel are constructed of carbon
composite sandwich and together provide a firewall barrier to the fan case
compartment. The intake cowl aft bulkhead is constructed of titanium and the rear of
the inner barrel is constructed of carbon composite sandwich, and together provide a
firewall barrier to the fan case compartment.
0.4.1 General
The left and right fan cowl assemblies enclose the engine fan case
between the air intake cowl and the thrust reverser. Each door is
interchangeable from one engine to the other and is attached to the
pylon by three hinges. A fourth hinge at the forward end of each door
connects to a common tie link between each door. The doors are
latched together along the bottom centre line by four adjustable
tension hook latches. Each inboard fan cowl has a strake attached to
it. The strake helps give smooth airflow between the cowl and the
fuselage to decrease turbulence. The strakes are attached to the cowl
with Hi-Loks and jointing compound.
0.4.2 Description
The fan cowl doors are constructed from a sandwich of carbon fibre
composite skins and an aluminium honeycomb core. Both doors are
supported on land formed in the air intake cowl at the front and in
the thrust reverser at the rear. The forward land incorporates
alignment fittings.
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Two hold-open rods engage into brackets on the engine fan case to support the fan cowl
doors in the 55 degrees open position for ground maintenance only. A pressure relief
door is located in the right fan cowl door to limit fan case compartment pressure.
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0.5.1 General
0.5.4 Operation
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transmitted through the ball stop and into the beam assembly.
The thrust is then transmitted to the pylon structure.
the remaining part will transmit the loads to the beam assembly.
0.6.1 General
The engine electrical harnesses connect the electrical components
installed in the nacelle to the aircraft electrical systems. The
harnesses have two primary assemblies. The fan zone harness and
the core zone harness. Each of these primary assemblies has smaller
harness assemblies . The core zone harnesses are connected to the
fan zone harnesses at the bifurcation panel. The harnesses are
installed around the engine and go up to the pylon break points. Here
they interface with the aircraft electrical systems. The harnesses are
attached to the engine with brackets, raceways, clips and clamps.
0.6.2 Description
A. The harness assemblies
• that are part of the fan zone harness are:
- The Electronic Engine Control (EEC) harness.
- The EEC and ignition supply harness.
- The general supply harness.
• These harness assemblies are connected to the following
engine components:
- The EDA.
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0.6.3 Operation
The engine electrical harness supply the power that is necessary for
the electrical systems. They also transmit the signals for the nacelle
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0.7.1 General
The power plant drain system collects fluids that may leak from some
of the
engine accessories and drives. The fluids collected from the power
plant are
discharged overboard through the drain mast.
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Fuel that can leak from these accessories is removed by a steel tube
connected to the accessory or gearbox mounting pad. The tubes are
shaped to go around the engine and go in the side of the drain mast.
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1 ENGINE
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1.1.1 General
High Pressure Compressor (HPC). The Low Pressure Compressor (LPC) is driven by a
five stage Low Pressure Turbine (LPT) and the HPC by a two stage High Pressure
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Turbine (HPT). The HPT also drives a gearbox which, in turn, drives the engine and
aircraft mounted accessories. The two shafts are supported by five main bearings. The
engine incorporates a full authority digital Electronic Engine Control (EEC). The
control system governs all engine functions, including power management. Reverse
thrust for braking the aircraft after landing is supplied by an integrated system which
acts on the fan discharge airflow.
Fig.2.2Component Location
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•
the accessory drive gearbox.
A. Fan Module
It consists of a single stage, wide-chord, shroudless fan and hub.
B. Intercase Module
It consists of the fan containment case, fan Exit Guide Vanes (EGV),
intermediate case, booster, low spool stub shaft, the accessory
gearbox tower shaft drive assembly, high spool stub shaft and the
station 2.5 bleed valve (BSBV). The booster consists of inlet stators,
rotor assembly, and outlet stators. The No. 1, 2 and 3 (front) bearing
compartment is built into the module and contains the support
bearings for the low spool and high spool stubshafts.In conjunction
with the inner fan section, the booster increases the pressure at the
entrance to the HPC and provides an even pressure profile to improve
D. Diffuser/Combustor Module
The combustion section consists primarily of the diffuser case,
combustor, fuel injector and ignitors. The high compressor exit guide
vanes and the No. 4 bearing compartment are also part of the
module. The main features of the module include a close-coupled
prediffuser and combustor that provide low velocity shroud air to feed
the combustor liners and to minimize performance losses.
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The HPT is a two stage turbine and drives the HPC and the accessory
gearbox.
F. Low Pressure Turbine
The LPT is a five stage module. The elliptical leading edge airfoils
improve the aerodynamic efficiency. Module efficiency is further
enhanced by incorporation of rim seals and clustered vanes which
results in reduced losses due to leakage. Active clearance control is
used to control seal clearances and to provide structural cooling.
G. Accessory Drive Gearbox
The accessory drive gearbox provides shaft horse power to drive engine and aircraft
accessories. These include fuel, oil and hydraulic pressure pumps and electrical power
generators for the EEC and for the aircraft. The gearbox also includes provision for a
starter which is used to drive the N2 shaft for engine starting.
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1.2.1 General
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associated with the variable inlet guide vanes and stators. Attached
to the rear of the compressor rotor is the rear thrust balance seal
rotating member. Power to drive the HP compressor is provided
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1.3.1 General
•
hold the No. 4 bearing in position.
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pads, where the fuel injectors are installed, two mounting pads where
the ignitor plugs are installed and five borescope bosses located
around the case.
B. Combustor
The combustor is an annular type which consists of an outer liner
assembly. The liner is fitted with mechanically attached segments
which form the inner wall of the combustion chamber. Air which
surrounds the combustor is used in the combustion process for
dilution and exit temperature profile control of the combustion gases
and for cooling of the combustor walls. The front of the combustor
outer liner is secured to the diffuser case outer wall by five
combustion chamber retaining bolts. A seal is provided at the
transition from the rear of the combustor outer liner to the turbine
nozzle guide vanes. The rear of the combustor inner liner is bolted to
the stage 1 HP turbine blade cooling duct. The cooling duct directs
and meters HP compressor exit air to the stage 1 HP turbine blades.
The front lip of the combustor inner liner forms a seal with the inner
diameter of the combustor hood.
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is bolted to the rear outer flange of the diffuser case. The outer ends
of the vane pairs are retained such that the vanes may slide radially
under thermal growth. The vane pairs are bolted to the stage 1 HP
Turbine Blade Cooling Duct Assembly at the inner end. Each vane is
cooled by air which enters at the outer and inner ends and exits
through airfoil holes into
the primary gas path.
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1.4.1 General
Assembly.
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B. Cooling
All of the HPT airfoils are cooled by secondary air flow.The first stage
HPT blades are cooled by the HPC discharge air which flows through
the first stage HPT duct assembly. The velocity of the air increases to
the outside between the turbine front hub and the first stage HPT
(front outer) air seal into the blade root, thus providing(once the
speed is converted back into pressure) the pressure differential
required to ensure cooling air flow.The second stage vane clusters are
cooled by tenth stage compressor air mixed with thrust balance seal
vent air supplied externally. Air flows into the case and through the
center of each vane and then outward into the turbine area and the
gaspath. Some of this air is used for cooling of the second stage HPT
air seal.Second stage HPT cooling air is a mixture of HPC discharge air
and tenth stage compressor air. This air moves through holes in the
first stage HPT(front inner) air seal and the turbine front hub into the
area between the hubs. The air then goes into the second blade root
and out thecooling holes.
C. Clearance Control
The abradable duct segments and abrasive blade tips, along with
active clearance control, keep tight blade tip clearances for better
performance.The abrasive/abradable system makes tight clearances
by letting the parts rub. The abrasive decreases blade tip wear during
rub.Active clearance control tubes around the turbine case supply fan
discharge air to cool the surface of the case during climb and cruise-
power operation.Cooling results in shrinkage of the case and
decreased blade tip clearances.
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This controls the heat expansion of the LPT case and optimizes the
seal clearances.
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1.5.1 General
The external gearbox has an angle gearbox assembly, a main gear
assembly and external components.The external gearbox is installed
at the bottom of the fan case. Four articulated support links attach
the gearbox to the fan case. The links have spherical bearings at each
end to allow for any necessary mount articulation.
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jets supply pressure oil to the bearings and gears in the angle
gearbox.
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3.ENGINE FUEL AND CONTROLLING
AND OPERATION
3.1.1 General
3.1.2 Distribution
The fuel supplied from aircraft tanks flows through a centrifugal pump
Low Pressure (LP) stage then through the FCOC and then through a
filter and a gear pump High Pressure (HP) stage. The fuel from the HP
pump is delivered to the FMU which controls the fuel flow supplied to
the fuel nozzles (through the fuel flow-meter and the fuel distribution
valve). The FMU also provides hydraulic pressure to all hydraulic
system external actuators. These include the booster stage bleed
valve actuators, stator vane actuator, Air Cooler Oil Cooler (ACOC) air
modulating valve, High Pressure Turbine Active Clearance Control
(HPTACC) and Low Pressure Turbine Active Clearance Control
(LPTACC) valve. Low pressure return fuel from the actuators is routed
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back into the fuel diverter and return valve. The fuel diverter and
return valve enables the selection of one of the four basic
configurations between which the flow paths of the fuel in the engine
are varied to maintain the IDG oil, engine oil and fuel temperatures
within specified limits. The transfer between configurations is
determined by a software logic contained in the Electronic Engine
Control (EEC).
3.1.3 Controlling
The Full Authority Digital Electronic Control (FADEC) system provides
full range control of the engine to achieve steady state and transient
performance when operated in combination with aircraft subsystems.
The FADEC is a dual channel EEC with crosstalk and failure detection
capability. In case of failure detection, the FADEC switches from one
channel to the other.
3.1.4 Indicating
The engine fuel system is monitored from:
• the ECAM display,
• the warning and caution lights.
The indications cover all the main engine parameters through the
FADEC. The warnings and cautions reflect:
• the engine health and status through the FADEC,
• the FADEC health & status,
• the fuel filter condition through a dedicated hardwired pressure
switch.
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Fig.3.1 Fuel System Schematic
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3.2.1 General
The engine fuel supply distribution system mainly consists of:
• a fuel supply line
• an engine 2-stage pump High Pressure/Low Pressure (HP/LP),
• a fuel filter,
• an engine Fuel Cooled Oil Cooler (FCOC),
• a Fuel Metering Unit (FMU),
• an Integrated Drive Generator (IDG) Fuel Cooled Oil Cooler
(FCOC),
• a fuel diverter and return (to tank) valve,
• a fuel flow-meter,
• a Fuel Distribution Valve (FDV),
• 20 fuel nozzles.
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boost stage which feeds an HP single stage, two gear pumps. The
housing has a provision for the installation of the FMU. Fuel from the
aircraft tanks flows to the LP stage of the engine fuel pumps, through
the aircraft fuel pumps. The LP pump is designed to provide fuel to
the HP gear stage with the aircraft pumps inoperative. After passing
through the LP boost stage, the fuel flows through the fuel filter to the
HP gear stage. A coarse mesh strainer is provided at the inlet to the
HP gear stage. This stage is protected from overpressure by a relief
valve. Excess flow from the gear stage pump is recirculated through
the FMU bypass loop to the low pressure side of the pump.
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valve will start to open and let the fuel go around the filter
element.
B. Description/Operation
There are 20 fuel nozzles equally spaced around the diffuser case
assembly. The fuel nozzles are installed through the wall of the case,
and each nozzle is held in position by three bolts. The fuel nozzles
carry the fuel through a single orifice. The fuel is vaporized by high-
velocity air as it enters the combustion chamber. The fuel nozzle
forms the atomized mixture of fuel and air into the correct pattern for
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The FRV operates to control fuel flow which goes back to the aircraft
fuel tank acting as a fuel cooler.
B. Description
The fuel diverter and return valve is installed on the FCOC. The FDV is
a two-position selector valve which has two pistons in a sleeve. The
two pistons are mechanically connected and make two valve areas
which are referred to as valve A and valve B. The FRV has a main
valve and a pushing piston in a sleeve. This main valve is a half-area
piston-type valve which moves the valve to change the metering port
area. The main valve has two valve functions that are referred to as
valve C and valve D The EEC gives the electrical signal to the FDRV to
change the position of the valves. The FDRV gives a feedback signal
to the EEC to transmit the position of valves in the unit. The fuel flow
changes with the position of the valves. Thus, the fuel flow can be
controlled through the FDRV and the EEC.
C. Operation
(1) General
The FDRV configuration allows four modes of operation according to
the electrical signals generated from the EEC (based on fuel and oil
temperature measurements transmitted by means of thermocouples).
(2) Fuel return valve
• The EEC operates the dual-wound torque motor to control the
servo pressure. This servo fuel pushes the main valve.
• The pressure balance between two sides of the main valve
(Valves C and D) gives the direction and the speed of the valve
movement.
Then the valve changes the direction of the fuel flow and controls the
metering port area.
(3) Fuel diverter valve
• The EEC energizes the solenoid valve to let the servo fuel flow.
This servo fuel goes into one side of the piston face in the valve
B.
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• The servo pressure pushes two pistons (which are the valves A
and B) in the same direction. Then these valves change the
direction of the fuel flow, and one of these pistons compresses
the spring.
• When the solenoid is de-energized, this spring pushes back two
pistons.
(There is an orifice to release the servo fuel to the FMU spill port).
And the other one of two pistons pushes the switch assemblies. The
switch assemblies transmit the EEC the valve position when the
solenoid is de-energized.
valve releases the FMU spill flow. This relief valve is in the valve
A and it can release the unwanted pressure to the FCOC port.
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a 200 micron strainer, and then into ten internal discharge ports. The
ten discharge ports are connected to the
ten fuel manifolds. Eight of the ten internal discharge ports in the
valve are connected after an engine shutdown. This lets fuel drain
from eight of the fuel
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1.6.1 General
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Power management
- Automatic engine thrust rating control
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VSV position.
(3) Booster Stage Bleed Valve (BSBV) Control
The BSBV position is controlled by the EEC. The EEC uses the BSBV
feedback signal from the LVDT to adjust the actual BSBV position.
(4) HPT/LPT Active Clearance Control (HPT/LPT ACC)
The HPT/LPT ACC valve modulates fan air flow to the HP and LP
turbine cases. The EEC controls the valve position as a function of the
thrust level. The LVDTs transmit the valve position to the EEC.
(5) HP Turbine (10th Stage) Cooling Air Control
The HP turbine cooling air valve supplies supplemental air (from HP
compressor 10th stage) to cool various parts of the HP and LP
turbines. The valve operates as a function of high rotor speed and
altitude and incorporates a 2-position switch to provide a feedback
signal to the EEC (channels A and B)
(6) Oil/Fuel Temperature Control
Heating and cooling of fuel, engine oil and IDG oil is accomplished by
the Fuel Cooled Oil Cooler (FCOC), the Air Cooled Oil Cooler (ACOC)
and the IDG cooler under the management of the EEC. Devices used
by the EEC include the fuel diverter valve, the ACOC modulating air
valve and the return to tank valve. Fuel, engine oil and IDG oil
temperatures are transmitted to the EEC by thermocouples. The fuel
temperature is measured at the exit of the filter. The engine oil
temperature is measured upstream of the ACOC. The IDG oil
temperature is measured at IDG oil cooler exit.
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D. Power Management
The FADEC unit contains all the engine thrust setting curves to
provide automatic engine thrust ratings control in Engine Pressure
Ratio, (EPR) (in normal mode) and N1 (in reversionary mode).The
FADEC unit computes power management LIMIT and COMMAND
parameters in EPR mode, except during reverse operation (N1 mode).
These parameters are available for the following engine thrust
modes:
• Maximum Take-Off and Go-Around
• Flexible Take-Off
• Maximum Continuous
• Maximum Climb
• Idle (no limit parameter)
• Reverse (N1 mode operation)
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data bus.
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E. Ignition Boxes
They are powered with aircraft 115VAC - 400Hz through the EIV and
the FADEC. The igniter A is powered from the emergency bus and the
igniter B is
Powered from the normal bus.
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1.7.1 General
The FADEC unit interfaces with the following aircraft functional
elements:
• Air data computer which transmits air data signals to the
engine control system.
• Engine Interface Unit which: concentrates airframe signals and
transmits them to the FADEC, receives information from the
engine and dispatches them to other systems.
• Cockpit system display which furnishes engine parameters
indication and warnings to the crew.
• Throttle control system which translates the crew commands
for engine power level into a command signal to the FADEC.
• The thrust reverser control system.
• The AIDS interface which records engine data for maintenance
purposes.
•
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general items:
Engine Rating Parameter Information
•
1.7.3 Interfrace
A. ADIRU/EEC Interface
Air Data Inertial Reference Unit (ADIRU) sends air data parameters to
the FADEC through ARINC 429 buses.Each channel of the EEC
receives a digital data stream from both ADIRU which contains total
temperature, total pressure and altitude pressure signals from the
airframe sensing system
B. EIU/EEC Interface
1 EIU input from the EEC
The EIU acquires two ARINC 429 output data buses from the
associated EEC (one from each channel) and it reads data from the
channel in control. When some data are not available on the channel
in control, data from the other channel are used.In the case where EIU
is not able to identify the channel in control, it will assume Channel A
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data flow to interface them with other aircraft computers and with
engine cockpit panels.
2 EIU output to the EEC
Through its output ARINC 429 data bus, the EIU transmits data
coming from all the A/C computers which have to communicate with
the EEC, except from ADCs and throttle which communicate directly
with the EEC.There is no data flow during EIU internal test or
initialization.
C. EIU/A/C Interface
The EIU concentrates data from cockpit panels and different aircraft
systems to send them to the FADEC and gives selected FADEC
information to the A/C systems. The EIU communicates with a lot of
A/C systems through analog and digital interfaces.
D. Cockpit System Display/EEC Interface
The aircraft system which processes the engine data and messages
for cockpit display on the cathode ray tubes consists in three display
management computers (DMC) and two flight warning
computers.Each DMC receives 4 engines data buses, one from each
channel of EEC and two from each engine. All the 8 buses from EEC
engine 1 and EEC engine 2 are acquired by the 3 DMCs. Each FWC
recives 4 data buses one from each channel of EEC General
Arrangement.
E. Throttle Control System/EEC Interfaces
The throttle control system is fully electrical and each throttle lever
drives two resolvers ; located in the cockpit center pedestal, these
resolvers are dedicated to the FADEC, one for each engine.The FADEC
excites and demodulates these resolvers.Each throttle lever is fitted
with one pushbutton which is used to generate the autothrust
disconnect discrete signal to the EEC.
F. Thrust Reverser Interface
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The EEC controls the deployment and stowing sequence of the thrust
reverser. The logic which is implemented in the EEC is based on TLA
signals, flight ground signals, thrust reverser position feedback.
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1.8.1 General
(2) Operation
Fuel goes into the transmitter and drives the turbine. At low fuel flow
rates all the fuel goes through the turbine. As the fuel flow increase,
the bypass valve starts to open to let some of the fuel go around the
turbine. This prevents the turbine from turning too quickly.
The fuel leaves the turbine and the bypass valve and then all of it
flows through the straightening vanes. These vanes straighten the
fuel flow before it goes into the measurement assembly. When the
fuel flow transmitter is stopped, the
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Fig.3.3 Fuel Flow Indication – Diagram
magnets on the impeller align axially with the magnets on the drum.
As the measurement assembly is turned, a pulse is generated each
time a magnet passes its related pick-off coil. When the fuel goes into
the measurement assembly its flow, through the impeller vanes,
resists the movement of the impeller. The spring permits the impeller
to move in relation to the drum. The magnets are then not aligned
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fuel flow.
1.8.3 Fuel Filter Clogging Indication
A. Fuel Filter Clogging Indication
The fuel filter clog indication is provided on the lower ECAM display
unit. When the pressure loss in the fuel filter exceeds 5 ± 2 psi, the
pressure switch is energized. This causes:
• The engine page to come on the lower ECAM DU with the
caution signal FUEL CLOG.
• The associated caution message to come on the upper ECAM
DU.
When the pressure loss in the filter decreases between 0 and -1.5
psid from the filter clog energizing pressure, the pressure switch is
de-energized which causes the caution to go off. The differential
pressure switch signal is fed directly to the SDAC through the
hardware
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The bellows and bellows housing filled with fuel at the pressure of the
system. The pressure in the bellows and bellows housing is thus the
same so the bellows do not move. If the filter element gets clogged or
not fully clogged, the filter inlet pressure will increase. This will cause
the bellows to extend. At the pressure set point the bellows will
extend sufficiently far to push the lever and close the switch contacts.
The switch will then transmit a message signal of a clogged filter to
the cockpit.
2 IGNITION
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2.1.1 General
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2.1.2 Description
The 2 ignition exciters are mounted on the outer surface of the HP
compressor. Each unit has one power input circuit, (4 joules stored)
and a high voltage output circuit to the igniter. The two igniter plugs
are installed on the diffuser case. The igniter plug has 3 sections:
• the Sparking end with the surface gap
• the Main body with the plug thread.
• the Connector to connect the ignition lead
The ignition leads have two conducting paths, one carrying the
current between the exciter and the center electrode of the igniter.
The other providing the return path from the igniter body to the case
of the exciter.
2.1.3 Operation
The ignition exciters operate with 115 V - 400 Hz input. The power is
transformed, rectified and discharged in the form of capacitor
discharge pulses through the ignition leads to the igniter plugs. Each
ignition system can operate independently. The selection of the
system (A or B) is made by the EEC in auto start only. Ignition system
A comprises the upper ignition exciter and its associated cable and
igniter, ignition system B comprises the lower ignition exciter and its
associated cable and igniter.
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2.2.1 Description
The ignition system requires 115 VAC – 400 HZ power supply. The
power is delivered via the EIU to the FADEC system and associated
relay box. The igniter A is powered from the 115VAC ESS bus 401XP
or from the 115VAC STAT INV BUS 901XP in the emergency
configuration, and the igniter B is powered from normal bus (103XP
for engine 1 and 204XP for engine 2). The availability of this 115VAC
power to relay box is controlled by the EIU according to:
• The MASTER control switch position: no power is supplied to the
relay box when the MASTER switch is set to OFF.
• ENG FIRE pushbutton switch position: no power is supplied to
the relay box when the ENG FIRE pushbutton switch is pushed.
A. Ignition Exciters
(1) General
There are 2 ignition exciters which are mounted on the right hand
side of the high pressure compressor front casing. The exciters
provide starting and continuous duty ignition on demand.
(2) Description
The ignition exciter is a capacitor discharge type exciter requiring an input of 115V
(106 to 120 volts AC) at 400Hz (370 to 430 Hz). The output voltage is 22 to 26KV.
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2.3.1 Description
The ignition for each engine is carried out by means of one or both
ignition exciters which transform(s) the 115 V - 400 Hz power supply
into high voltage pulsating current. The high voltage flows through
the ignition lead (shielded and ventilated) and delivers to the igniter
plug the power required to initiate the fuel/air mixture combustion by
a series of sparks.
A. Ignition Leads
When a high voltage pulse from the ignition exciter is delivered to the
igniter plug, the surface gap is ionized and becomes conductive. The
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capacitor (in the ignition exciter) discharges the stored energy across
the surface gap. This gives off a spark with high energy at the
sparking end.
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2.4.1 General
2.4.2 Description
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With the MASTER control switch in OFF position, the HP fuel shut off
valve is closed, the engine is stopped. This position of the MASTER
control switch overrides any EECfunction.
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2.5.1 Description
The ignition circuit is supplied with 115 VAC – 400 Hz. The electrical
power is supplied via the EEC and EIU which control the ignition of the
igniter plugs. A dormant failure of an ignition exciter is not possible
for more than one flight because:
• the two ignition systems are independent
• The EEC selects alternately ignition system A or B.
Ignition system A comprises the upper ignition exciter and its
associated cable and igniter, ignition system B comprises the lower
ignition exciter and its associated cable and igniter.
2.5.2 Operation
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C. Continuous Ignition
(1) Manual Selection
When the engines are running on the ground or in flight the
continuous ignition is obtained by positioning the ENG/MODE selector
switch in IGN/START position.
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•
Master Lever is inadvertently cycled from ON to OFF then back
to ON position.
IGNITOR TEST page in the MENU and positioning the MASTER control
switch to ON to have the 115VAC power supply on the relevant
engine.
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3 AIR
3.1 AIR – GENERAL – DESCRIPTION AND OPERATION
3.1.1 General
The air system covers primary, secondary (bypass) and parasitic
A. Engine Section
The airstream flowing through the IAEV2500 turbofan engine supplies
2 majors systems:
• The internal air system, which consists of the following
subsystems:
- Propulsion airflow (secondary and primary flows).
- Bearing compartments pressurizing air.
- Cooling air.
• The external air system, which consists of the following
subsystems:
- HP/LP turbine active clearance control.
B. Nacelle Section
The nacelle installation is designed to provide cooling and ventilation
air for engine accessories mounted along the fan and core casing. The
distribution and circulation of the air in the components is such that
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3.1.2 Description
All engine air enters the front mounted fan through the engine air
intake cowl. After being compressed by the fan, the airflow is divided
is obtained from the 6th stage compressor manifold for the N _s 1, 2
and 3 bearings.
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(1) The HP turbine cooling controlled air system which uses 10th
stage HP compressor bleed air to cool the stage 2 turbine blades,
both HP turbine disk bores and the LP turbine cavity, in response to
EEC command.
(2) The HP turbine cooling air system which uses 10th stage HP
compressor bleed air to cool the HP turbine case, the LP turbine
support rails for the diffuser duct outer segments and the stage 2
vanes.
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3.2.1 General
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Differents parts of the IAE V2500 engine are cooled by air bled in the
primary flow (HP turbine cooling), and secondary flow (HPT/LPT ACC).
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3.3.1 General
The nacelle compartment and engine accessories are air cooled .The
cooling air is taken from the air flowing in and around the nacelle
cowls. There are three cooling systems:
• Fan and core compartments.
• Engine gearbox breather vent.
• Air cooled oil cooler vent.
The nacelle cooling and ventilation systems provide the following
functions:
• Sufficient airflow to offset the effects of engine case heat
rejection and engine flange air leakage, thereby maintaining an
acceptable compartment temperature level.
• Cooling of temperature critical components.
• Ventilation of compartment during engine shutdown.
• Ventilation of combustible fluid vapours to preclude fire.
3.3.2 Description
A. Fan and Core Compartments Cooling
(1) Fan case compartment accessories are cooled by air which enters
through a scoop in the air intake cowl. A duct from this scoop goes to
a Y-shaped outlet duct on the cowl aft bulkhead. The air comes out of
this duct into the fan compartment.
(2) The air in the fan compartment is vented overboard through two
outlet vents in the bottom of the fan cowl (one in each fan cowl door).
(3) Core compartment ventilation is provided by fan air through holes
in the inner wall of the c ducts. Air circulates through the core
compartment and exits through the exhaust orifice located in the
lower bifurcation of the C ducts. This is supplemented by air
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•
255 degrees F (124 degrees C) at the bottom of the fan
compartment.
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The engine gearbox breather lets the gas from the gearbox go
overboard from the nacelle. The gas goes through a breather duct on
the gearbox and then a duct in the right hand side fan cowl. A seal is
installed at duct junction.
duct. The hot air goes overboard from the cooler through an outlet
grille in the right fan cowl.
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3.4.1 General
A. The engine main bearings are contained in three bearings
compartments:
• The front bearing compartment.
• The N 4 bearing compartment.
⁰
compartment cool.
3.4.2 Description
A. Description
The front bearing compartment contains three bearings, No. 1 ball
bearing and No. 2 roller bearing for the low spool shaft and No. 3 ball
bearing for the high spool shaft. The wall of the front bearing
compartment is made up of the inner wall of intermediate case and
the No. 1 bearing support. The compartment is sealed against the
high spool shaft and the low spool shaft with two brush seals, two
carbon seals and a hydraulic seal. The combination of a brush seal
and a carbon seal in front of No. 1 bearing seals the compartment
against the low spool shaft. The hydraulic inter-shaft seal is used to
seal the compartment against 8th stage compressor bleed air in the
annulus between the high and low rotor shaft. The combination of a
brush seal and a carbon seal rear of No. 3 bearing seals the
compartment against the high spool shaft.
B. Operation
Pressurizing air from 6th stage compressor goes through two tubes to
the space in front of No. 1 bearing and between the brush seal and
the carbon seal. Pressurizing air to the space rear of No. 3 bearing
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and between the brush seal and the carbon seal is supplied through a
routing in case casting from 6th stage compressor. Air in the
compartment is vented to a de-oiler to keep proper seal differential
A. Description
The No. 4 bearing compartment air cooler is installed on the turbine
casing. The matrix of cooler is made of 283 dimpled hairpin stainless
steel tubes, rounded to match the fan air routing radius, vacuum-
furnace brazed to a stainless steel tube sheet and contained within a
stainless steel casing. Upper and lower casing side plates are
strengthened by five (5) attached baffles, through which the tubes
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B. Operation
Fan air goes into the No. 4 bearing compartment air cooler and makes
a single pass over the tubes. Bleed air from 12th stage compressor
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3.5.1 General
A. HP Turbine Cooling Make-up Air System
air mixes with air from various sources and continues through internal
cavities to the stage two blades and HP 1 turbine disk bores. At cruise
power settings the valve in this system is shut off to improve engine
performance.
3.5.2 Description
(1) General
The HP turbine cooling controlled air system consists of:
• a control valve
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3.6.1 General
The HP/LP Turbine Active Clearance Control (ACC) system uses fan air
to cool the HP and LP cases for blade tip clearance control in order to
improve engine performance and maximize the turbine cases life
time. Fan air is drawn from a common HP/LP turbine ACC air scoop in
the fan duct. This air is divided into HP and LP cooling air and passes
through individual short ducts to the Active Clearance Control Valves
which direct air for both HP and LP turbine case cooling.
3.6.2 Description
The LP and HP Turbine ACC Systems function in the same manner.
Cooling air passes through the tube perforations, located on the inner
surfaces of the tubes, and impinges on the case outer surface. The
cool air reduces the temperature and the thermal expansion of the
3.6.3 Operation
A. Normal Operation
The torque motor of the ACC actuator has springs to hold the jet pipe
at neutral bias position. The torque motor current from the EEC
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changes the jet pipe direction. This direction change of the jet pipe
makes a higher pressure on one side of the servo valve. This higher
pressure moves the servo valve and it changes the fuel passage to
the actuator piston. The pressure difference between two sides of the
actuator piston and the spring load moves the actuator piston to the
required position. The actuator piston drives the butterfly valves in
the ACC valve. The butterfly valves thus control the airflows for the
HP/LP turbine ACC manifolds. The LVDT_s transmit the valve position
to the EEC.
B. Fail Safe Operation
When there is no torque motor current or no fuel servo pressure, the
actuator piston moves to the point A. The actuator piston remains at
this point at all defective actions.
C. Mode of Operation
The butterfly valves of the ACC valve are driven by the same actuator
in the modes given below
(1) Engine stop
With the engine stop, the position of the actuator piston is at point A
At this point: The butterfly valve for the HP turbine ACC is closed. The
butterfly valve for the LP turbine ACC is not less than 45 per cent
opened.
(2) Engine operation
During engine operation, the EEC controls the position of the actuator
piston between point B and point E.
(3) Take-off
During take-off, the position of the actuator piston is at point C At this
point: The butterfly valve for the HP for the HP turbine ACC is closed
The butterfly valve for the LP turbine ACC is not less than 70 per cent
opened.
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3.7.1 General
The ignition cooling system uses air from the fan stream to cool the
ignition exciter, the lead and igniter plug. Fan air is directed to each
exciter through a flexible conduit where it enters the exciter cooling
box. Cooling air passes over the exciter and exits through a connector
cooling jacket surrounding the ignition lead connector and enters a
flexible conduit which surrounds the lead. Cooling air then flows
around the lead to the igniter plug and excits through the igniter
cooling jacket.
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3.8.1 General
The booster stage bleed valve, the variable stator vane and HP
compressor bleed valves systems are controlled by the EEC. The
booster stage bleed valve controls the LP compressor airflow. The
variable stator vane and the 7th and 10th stage bleed valves control
the HP compressor airflow.
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3.9.1 General
The primary function of the LP compressor airflow control system is to
control the airflow thus ensuring compressor stable operation during:
• Engine start.
• Engine transient operation.
3.9.2 Description
A. General
the airflow control system includes:
• An LPC bleed-slave actuator
• An LPC bleed-master actuator
• Two bleed-valve actuating rods
• A booster bleed valve and actuating mechanism The airflow
control system automatically operates to control the air bled
from the LP compressor.
The two actuators are mechanically attached to each actuating rod
and, the bleed-valve and actuating mechanism. The two actuators are
connected hydraulically and operate together by command and
feedback signals from/ to the EEC.
B. LPC Bleed-Master and Slave Actuators
Description
• The two actuators are hydraulically connected units which
operate together. Each of them is attached to a bracket on the
intermediate structure.
• The two bleed-valve actuating rods connect each actuator fork
end to the synchronizing ring. The force to move the
synchronizing and its linkage through the actuating rods, is
supplied from the two actuators.
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Operation
The 27 bleed valves open during the engine start and other scheduled
flight operations. This permits some of the LP compressor airflow
(which normally go into the HP compressor) to go through the fan
airstream. The bleed valves are closed during takeoff and cruise
operations.
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3.10.1General
This system consists of the Variable Stator Vane Actuator, the HPC
bleed air tubes and the HPC stage 7 and 10 solenoid valves and bleed
valves. The variable stator vanes and the 7th and 10 t stage HP
compressor bleeds are used to improve engine performance and
stability during engine starting, acceleration and deceleration. The
variable stator vanes are modulated open or closed by a hydraulic
actuator controlled by the Electronic Engine Control (EEC). The 7th
and 10th HP compressor bleed valves are pneumatically actuated by
two position air shut-off valves which are actuated by EEC solenoids.
3.10.2Description
A. Variable Stator Vane System
(1) General
The purpose of this system is to position the Inlet Guide Vanes (IGV)
and stator vanes, using a fuel driven hydraulic actuator, in response
to electrical signals provided by the EEC.
(2) Description
The stator vane actuator accurately controls vane movement with
respect to a torque motor current supplied by the EEC. Operation of
the stator vanes in regulated by accurate control of high pressure fuel
flow to one or other side of a differential area piston. The piston has
an externally adjustable low speed stop at the extended end of its
travel. The high speed stop is formed by a collar which limits piston
retraction. Provision is made to lock the piston with a rigging pin for
setting purposes. A control servo valve and piston type pressure drop
regulator regulate the flow to either side of the piston.
B. HP Compressor Bleed Valves System
(1) General
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for the seventh stage and one for the tenth stage of the HP
compressor redirect a portion of HP compressor air into the fan
stream.
(2) Description/Operation
The bleed valves are mounted onto the outside of the HP compressor
case. Each valve has a spring loaded open position. The piston has
holes to permit a flow of air through the valve when it is open. When
the valve is closed the piston is held against a plate which is part of
the valve body. This shuts off the air bleed from the compressor. The
piston is held in the open position by spring and compressor delivery
(P3) pressures. When the P3 pressure is released by the controlling
solenoid valve, the bleed valve is closed by compressor air pressure.
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3.11.1General
A nacelle temperature probe provides indication of nacelle core zone
ventilation air exit temperature. It indicates over temperature
resulting from loose or broken air ducts or from loose flanges, worn
VSV bushings etc. In order to allow early maintenance corrective
action.
3.11.2Description
The nacelle temperature indicating system is composed of a probe
and an indicator on the ECAM. The nacelle temperature probe has a
measurement range of -54ºC to 330 ºC (-65.2 ºF to 626 ºF). The signal
is fed to the EIU which transforms the analog information into digital
form. Then the EIU transmits the data to the ECAM system. When the
value reaches 320 ºC the indication is displayed and flashes (green-
advisory). Below 320 ºC the nacelle temperature indication is not
displayed.
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4 ENGINE CONTROL
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4.1.1 General
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The throttle control system is fully electrical. The throttle control lever
drives several position detectors. The position detectors are located
under the cockpit center pedestal. Two of them are resolvers
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4.2.1 General
A. EPR Mode
(1) Manual thrust setting mode (the autothrust function is not active)
The throttle control lever in the cockpit center pedestal controls:
• the actual engine thrust setting
• the selection of the thrust limit mode
The EEC:
•
The FMGC computes the target thrust parameter and sends it to the
EEC.
The EEC adjusts the actual engine thrust parameter according to this
Value
The top limit value of the target thrust parameter is the actual
position of the throttle control lever (this is applicable when the alpha
floor protection is not activated). When the alpha floor protection is
activated the throttle control lever represents the lower limit of the
autothrust demand.
B. N1 Reversionary Mode
When N1 reversionary mode is selected, the automatic thrust setting
mode (autothrust active) cannot be activated. The throttle control
lever in the cockpit center pedestal controls the actual thrust
setting.The EEC receives the throttle lever angle and adjusts the
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4.3.1 General
Throttle stop).
An intermediate mechanical stop is fitted at 0 ºTLA. This stop is
overriden when the reverse latching lever is pulled up for selection of
the reverse power.
This idle stop is reset as soon as the lever is selected back to forward
thrust area. In the forward thrust area, there are two detent points:
• MAX CLIMB detent point set at 25 º TLA
•
MAX CONTINUOUS/FLEX TAKE OFF detent point set at 35 º TLA.
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In the reverse thrust throttle range, there is one detent point set at -6
º TLA : this corresponds to the selection of the thrust reverser
command and the Reverse Idle setting From -20 deg. TLA to 0 deg.
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•
6 potentiometers fitted three by three. Their signals are used
by the flight control system
• a device which drives the resolver and the potentiometer
• a pin device for rigging the resolvers and potentiometers
• a safety device which leads the resolvers outside the normal
operating range in case of failure of the driving device
• two output electrical connectors.
D. Electrical Harness
There is one independent electrical harness dedicated to each TLA
signal with its associated output connector. The electrical harness is a
triplex twisted shielded pair of wires:
• one pair for sine
• one pair for cosine
• one pair for excitation.
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•
closure of the HP fuel SOV: This is controlled directly from the
MASTER control switch in OFF position. The MASTER control
switches are part of the panel 115VU.
B. Valve Operation
The aircraft provides 28 Volt DC power to the EEC for operation of the
engine HP fuel shut off valve latching torque motor. Two coils of the
latching torque motor are operated by the EEC (1 per channel). Each
coil provides the ON and OFF function depending upon the current
polarity sent from the EEC. One additional coil is controlled by the
hardwired fuel-off input from the cockpit.
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5 ENGINE INDICATING
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5.1.1 General
The engine power management indicating is performed by means of:
• the ECAM system (upper and lower display units)
• the warning and caution systems.
The engine monitoring is carried out by means of:
• the EEC and the ECAM
• the vibration monitoring system with a display on the ECAM.
This system description note deals only with:
• the engine management main parameters (N1, EPR LIMIT, EPR
THROTTLE, EPR MAX, EPR REF)
• the engine vibration monitoring system.
5.1.2 Indicating
A. Upper ECAM Display Unit
• N1
• EPR LIMIT
• EPR THROTTLE
• EPR MAX
• EPR REF
• EGT
N2
•
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5.2.1 General
This chapter deals with the N1, N2 and EPR indications. The other
engine indications related to the power management parameters
sensors are routed to the EEC pressure transducers. The signals are
then converted into a digital format. The Electronic Engine Control
(EEC) processes the pressures to form actual EPR (P4.9/P2) and
transmits the EPR value to the ECAM system through it digital data
bus. Each of the two EEC channels performs this operation
independently.
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5.3.1 General
The measurement channel for the exhaust gas temperature is
designed as follows:
• Four probe assemblies each comprising 2 thermocouples.
• Four thermocouples (one from each probe assembly) are used
to form an averaged signal sent to the channel A of the EEC.
• The remaining four thermocouples (one from each probe
5.3.3 Indication
The EGT indication appears on the upper ECAM display unit.
The ECAM provides the EGT indication:
• in analog form with a pointer which deflects in front of a dial,
• in digital form, in the lower section of the dial.
The indication is normally green. When : 610 deg.C < EGT < 635
deg.C:
• the indication becomes amber
• the MASTER CAUT light comes on accompanied by the single
chime
• the following message appears on the ECAM : EGT > 610 ⁰
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5.4.1 General
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The EVMU sends signals through the digital ARINC 429 data bus to:
• the SDAC1 and 2 for cockpit indication
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6 EXHAUST
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6.1.1 General
The air entering by the fan is divided into two parts, the cold and hot
airflows, which are mixed through the common nozzle assembly
(CNA) before exhausting to the atmosphere. The engine exhaust
section directs fan discharge air to either normal or reverse thrust
operation. In the forward thrust mode, the fan airflow and burnt gases
are evacuated directly at the back. Each engine is equipped with a
reverser system which reverses cold fan air by means of translating
sleeves and cascades, turning the engine airflow forward and
providing a braking effect for the aircraft on the ground. Thrust
reversers can be operated on the ground only.
6.1.2 Description
The exhaust system consists of the common nozzle assembly and the
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6.2.1 General
The mixed exhaust system collects two flows of air. The first is the
cold airflow, which is the fan bypass air. The second is the hot airflow
which comes from the engine core. The mixed exhaust system is
made up of the common nozzle exhaust collector and the engine
exhaust cone.
• The common exhaust collector admits the hot and cold gas
outflows. These gas outflows then go out to the atmosphere
through the common nozzle. The nozzle forms a convergent
duct which increases the speed of the mixed gas to give
forward thrust.
• The engine exhaust cone forms the inner contour of the
common nozzle exhaust collector. It is made of a welded
inconel panel, an attachment ring and a closure cone.
6.2.2 Description
(1) The common nozzle exhaust collector is made up of an inner duct
with four radial struts. These struts support an outer duct. The unit is
installed on the outer rear flange of the engine turbine case.
(2) The inner duct forms a ring around the core outlet nozzle. The
front flange of the duct is used to install the exhaust collector to the
outer rear turbine case flange.
(3) Four support struts, positioned radially around the inner duct, hold
the exhaust collector outer duct assembly. Two side struts are
positioned horizontally and are riveted on either side of the inner
duct. Each of the struts is attached to the outer duct by two bolts and
captive nuts.
(4) The lower center strut lines up with the vertical center line. It is
riveted to the inner duct. The strut is attached to the outer duct by
eight bolts with captive self-locking nuts.
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(5) At the top center position, an upper strut assembly straddles the
inner duct across the vertical center line. It is riveted to the inner duct
and to the outer duct.
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6.3.1 General
The thrust reverser system for the V2500 engine is designed for use
on the ground to reduce aircraft landing roll. The thrust reverser is
designed to be used at two extreme positions, stowed and deployed.
In the stowed position, the thrust reverser provides an aerodynamic
fairing between the fan cowl and the core nozzle. When deployed, the
translating sleeves are hydraulically moved rearward exposing the
cascades ; the blocker doors are positioned to close the fan duct
downstream and the fan air exhaust flow is diverted forward through
the cascades providing a braking effort for the aircraft. The thrust
reverser system is synchronized by means of a flexible synchronizing
shaft connecting all four translating sleeve hydraulic actuators. Thrust
reverser shutoff valve (TRSOV) is designed to isolate the Thrust
reverser shutoff valve (TRSOV) is designed to isolate the thrust
reverser from the aircraft hydraulic system.
6.3.2 Description
The thrust reverser system comprises:
• a hydraulic control unit (HCU) including:
- an isolation valve
- an isolation valve solenoid
- a directional control valve
- a directional control valve solenoid
- a pressure switch
- a filter and clogging indicator
- a lockout lever
• four actuators with internal lock for lower actuators
• three flexible shafts
• two linear variable differential transformers located on each
upper actuator
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valve.
6.3.3 Operation
The thrust reverser is actuated in response to signals from the Engine
Electronic Control (EEC). Selection of either stow or deploy from the
cockpit generates a signal to the engine EEC which in turn, supplies
signals to the thrust reverser hydraulic control unit.
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6.4.1 General
The thrust reverser is controlled from the cockpit by means of the throttle control lever.
A thrust reverser latching lever, when actuated, allows the throttle control lever to be
moved rearward in the reverse thrust selection area and the thrust reverser to be
controlled by the Engine Electronic Control (EEC).The EEC incorporates a thrust
reverser feedback position and ground/flight configuration which generates a command
signal to the isolation valve and the directional control valve. The signal from the EEC
to the directional valve is fed to the avionics compartment where it passes through an
inhibition relay (also called permission switch) controlled by the Engine Interface Unit
(EIU) and the spoiler/elevator computer (SEC) according to the throttle control lever
position.
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6.5.1 General
The thrust reverser is attached to the pylon (immediately aft of the
engine fan case) and to the fan case by the vee blade-vee groove
system. The reverser is constructed in two halves which are hinged at
the top to the pylon and latched together along the bottom
centerline.
6.5.2 Description
Each thrust reverser half is supported from the pylon by four hinges.
These hinges are integral with a machined aluminium beam which
runs along the upper section of the thrust reverser. The thrust
reverser consists of four parts : the C-duct fixed structure, the
translating sleeve, the blocker doors and the cascades.
6.5.3 Material
The C-duct inner barrel is constructed of an aluminium face sheet
bonded to an aluminium honeycomb core. The cascades are
constructed of moulded graphite. The blocker doors are machined
aluminium. The blocker door drag links and cascade aft rings are
made of aluminium. Translating sleeve outer skin is constructed of a
graphite panel composed of four layers of graphite skin with
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6.6.1 General
The purpose of the thrust reverser opening mechanism is to open the
C-duct doors to permit access to the engine for maintenance. The
opening system is manually operated by a GSE hydraulic hand pump.
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runs down the forward edge of the C-duct door. Near the
bottom of the door the tubing connects to the manifold.
D. Cowl Latch
A total of six latches are used to secure the two _C_ ducts to each
other.
Access to front latch is through the left and right fan cowls. Three
latches are located under a hinged access panel. Rear latch is a
6.6.3 Operation
The thrust reverser cowls can be opened to a 45 degree position for
engine removal or other maintenance purposes.
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7 OIL
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7.1.1 General
The lubrication system provides lubrication and cooling to the engine
components. The oil system includes separate pressure and scavenge
pumps, a fuel cooled oil cooler, an air cooled oil cooler, an oil tank
and associated valves and filters.
7.1.2 Operation
The oil leaves the tank and is routed to a one-stage pressure pump.
The oil is piped through a pressure filter to the air cooled oil cooler
(ACOC) and then to the fuel cooled oil cooler (FCOC). After leaving the
FCOC, the oil is delivered to the No. 1, 2, 3 bearing compartment, the
No. 4 bearing compartment, the No. 5 bearing compartment and to
both the main and angle gearboxes. The scavenge oil is then piped,
either directly or through the deoiler, to the scavenge pumps. From
the scavenge pumps all the oil is pumped in a common line to a fine
scavenge filter and sent to the oil tank where it is de-aerated.
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7.2.1 General
The oil tank contains the oil to be delivered under pressure to the
engine and external gearbox. All the scavenged oil returns to the tank
to maintain the oil level during the time the engine is operating. The
oil tank capacity allows a maximum of 40 flight hours without any
replenishment.
7.2.2 Description
This valve prevents rapid oil loss through the oil filler neck.
(5) An internal de-aerator:
• This de-aerates the oil which comes from the scavenge filter.
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7.3.1 General
The function of the oil distribution system is to provide lubrication and
cooling to the essential components of the engine.
7.3.2 Description
The oil distribution system includes the following components:
• an air cooled oil cooler
• a fuel cooled oil cooler
• a pressure oil filter element
• a scavenge oil filter element
• a one-stage pressure pump
• a five-stage scavenge pump
• a deoiler
• a two-position scavenge valve
•
a filter bypass valve
• magnetic chip detectors
7.3.3 Supply
The oil leaves the tank through a strainer and is routed into a one-
stage pressure pump. It is pumped through a pressure filter to
remove any large debris. The oil is then piped to the air/oil heat
exchanger before entering a fuel cooled oil cooler. After leaving the
FCOC, the oil flows to the No. 1, 2 and 3 bearing compartment, to the
No. 4 bearing compartment and to the No. 5 bearing compartment,
and to both the main and angle gearboxes.
7.3.4 Scavenge
A. General
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The oil (which has lubricated the engine bearings and the angle and
main gearbox) is piped either directly or through the deoiler to the
scavenge pumps.
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7.4.1 General
A. Oil Quantity Transmitter
• The oil quantity transmitter is located in the oil tank.
• The system is supplied with 28VDC from busbar 101PP through
circuit breaker 1EN1 (1EN2).
B. Description :
The oil quantity tranmitter is a tank probe with a capacitor (tube
portion) and an electronic module (on the top of the transmitter) for
probe enrgizing and signal output.
C. Specification:
• Output voltage : 1VDC to 9VDC varying linearly with the usable
oil quantity from 0 to 25.8 quarts.
• 33 K OHMS less than charge impedance less than 100 k OHMS
• Accuracy : plus or minus 0.5 to plus or minus 0.6 US quarts.
- the SDAC1
- the SDAC2
- the EIU which transforms the analog signal into a digital
signal.
• The DMC’s process the information received as a priority order
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• Advisory level:The oil quantity flashes green when the oil level
quantity is lower than or equal to 5 quarts (decreasing) and
stop pulsing at 7 quarts (increasing).
•
Overfilling of the oil tank can be generate an out of range
feedback to the EIU. This may result in amber XX’s being
displayed in place of the oil quantity.
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15VDC. This decreased voltage goes to the strain gauge and amplifier
regulator. In the strain gauge, the voltage causes an excitation of the
circuit. Each diaphragm moves by oil pressure from the inlet port. As
the diaphragm moves it changes the condition of the attached strain
gauge. This causes a change in the associated excitation voltage.
Thus the voltage is in proportion to the oil pressure at the diaphragm.
The excitation voltage goes from the strain gauge to the amplifier
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voltage which goes through the EMI filter to the cockpit. The signal
voltage of 0 to 9VDC gives a pressure range of between 0 and 400 psi
(2720 kPa).
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When the oil pressure drops below 60 psid plus or minus psid
(decreasing) the low oil pressure switch closes. As a result of this:
• The red MASTER WARN light located on the glareshield comes
on.
• The audio warning is activated.
• The ENG page appears on the lower ECAM display unit: The oil
pressure indication flashes red.
• These warning messages appear on the upper ECAM display
unit: ENG1 (2) OIL LOW PRESS*
THROTTLE 1 (2) IDLE*
• Activation on the ground of the following circuits:
WN (Emergency Escape Slide Release Warning)*
CC (Engagement and Internal Monitoring)*
CA (Electrical Power Supply).
When the oil pressure reaches 60 psid increasing, the low oil
pressure switch opens. As a result of this:
• The MASTER WARN light goes off.
• The audio warning is deactivated.
• The oil pressure is indicated in green.
• The warning messages disappear on the upper ECAM display
unit.
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7.9.1 General
The purpose of the No.4 bearing indicating system is to monitor the
correct operation of the No.4 bearing 2-position scavenge valve and
to detect a No.4 bearing carbon-seal failure.
7.9.2 Description
•
an amber indication appears showing the position of the failed
valve.
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•
A message appears on the maintenance part of the ECAM
status page (activated at landing).
• The EIU elaborates a label used to set a message on the CFDS.
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8 STARTING
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8.1.1 General
The starting system of the engine utilizes pressurized air to drive a
turbine at high speed. The turbine turning through a reduction gear,
applies a torque to the HP shaft, thus driving the engine and the
aircraft accessories. The air necessary for the starting is bled from the
duct connecting engine bleed and the precooler via a 4 in.dia. duct.
This duct is attached to the engine before the precooler inlet. The air
necessary for the starter is supplied by either:
• the other engine through the crossbleed system
• the APU and in that case, all the air bled from the APU is used
for starting
• an external source able to supply a pressure between 30 and
40 psi.
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The air necessary for the starting comes from the duct connecting
engine bleed and the precooler via a 4 in.dia. duct. The air necessary
for the starter is supplied by either:
• the other engine through the crossbleed system
• the APU and in that case, all the air bled from the APU is used
for starting
• an external source able to supply a pressure between 30 and
40 psig.
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8.3.1 Starter
The starting control signals are acquired by the FADEC Engine
Electronic Control (EEC) from the ENG panel (115VU), and the
overhead panel via the EIU.
8.3.2 Operation
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8.4.1 Starter
The starter is attached to the forward face of the gearbox using a cast
aluminium adapter and Quick-Attach-Detach (QAD) clamp. It is
designed to rotate and accelerate the HP rotor of the engine to allow
the starting.
The starter consists of a drive turbine assembly housed in steel/
containment housing, a gear reduction system, a clutch, output shaft
assembly, a mounting adapter, Quick Attach Detach (QAD) clamp.
Steel inlet housing provides the starter air inlet flange and provides
containment for the turbine rotor. Steel nozzles which direct air into
the rotor, are integral with the turbine inlet housing. Flow paths are
shaped to minimise inlet and outlet losses. The drive turbine rotative
assembly consists of the rotor, shaft, pinion gear and bearing
cartridge. The turbine blades, hub, and shaft are integral and
machined from a titanium forging. The shaft is supported by the
bearing cartridge which utilises two preloaded angular contact ball
bearings. A carbon seal assembly is used to prevent external oil
leakage from the rotor/bearing system.
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the valve opens more than 7 degrees, the switch operates and
transmits a position indication to the EEC.
(5) Pneumatic control is given by a two-function diaphragm type
actuator and a solenoid valve. The actuator has two pistons of
different areas which are installed on the same shaft. Actuator
movement is linked mechanically to the butterfly valve shaft.
(6) The solenoid valve has an electrically operated solenoid, a ball
valve and a plunger loaded by a spring.
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BIBILIOGRAPHY
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